T.O. GR1F16CJ1CL2

FLIGHT CREW CHECKLISTHAF SERIESF16C/D
AIRCRAFTBLOCK 52+

LOCKHEED MARTIN CORPORATION
F3365790C2002
F4262001D0058

Commanders are responsible for bringing this publicaĆ
tion to the attention of all Air Force personnel cleared for
operation of subject aircraft.

15 DECEMBER 2003

T.O. GR1F16CJ1CL2DISCLOSURE STATEMENT
This information is furnished on the conditions that it
will not be released to another nation without the
specific authorization of the Department of the Air
Force of the United States; it will be used for military
purposes only; the recipient will report promptly to theUnited States any known or suspected compromise;and the information will be provided substantially thesame degree of security afforded it by the Departmentof Defense of the United States. Also, regardless of any
other markings on the document, it will not be
downgraded or declassified without the written
approval of the originating US agency. Any request forthis document should be referred to OOALC/YPXG,
6089 Wardleigh Road, Hill AFB, UT 840565838.
SUPERSEDURE NOTICESee Technical Order Index, T.O. GR0171, for current
status of Flight Manuals, Safety Supplements,
Operational Supplements, and Flight Crew Check
lists.

T2

T.O. GR1F16CJ1CL2
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGESNOTE:Changes to the current issue are indicated bya vertical line in the outer margins of the page.
Dates of issue for original and changed pages are:Original . . . . . 0 . . . . . . 15 Dec 03
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS
326, CONSISTING OF THE FOLLOWING:
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No.

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Title . . . . . . . . . . . . .
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A................
B................
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D ...............
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N1 . . . . . . . . . . . . . .
N2 . . . . . . . . . . . . . .
X1 . . . . . . . . . . . . . .
X2 . . . . . . . . . . . . . .
X3 . . . . . . . . . . . . . .
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N3 . . . . . . . . . . . . . .
N4 . . . . . . . . . . . . . .
N5 . . . . . . . . . . . . . .
N6 . . . . . . . . . . . . . .
N7 . . . . . . . . . . . . . .
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N10 . . . . . . . . . . . . .
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N12 . . . . . . . . . . . . .
N13 . . . . . . . . . . . . .
N14 . . . . . . . . . . . . .
N15 . . . . . . . . . . . . .
N16 . . . . . . . . . . . . .
N17 . . . . . . . . . . . . .
N18 . . . . . . . . . . . . .
N19 . . . . . . . . . . . . .
N20 . . . . . . . . . . . . .
P1/PW . . . . . . . . . .
P2/PW . . . . . . . . . .
P3/PW Blank . . . .

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P35/PW . . . . . . . . .
P36/PW . . . . . . . . .
P37/PW . . . . . . . . .
P38/PW Blank . . .

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A
HAF
A

T.O. GR1F16CJ1CL2
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LIST OF EFFECTIVE PAGES (CONT)
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* ChangeNo.

P1/PW/CFT . . . . .
P2/PW/CFT . . . . .
P3/PW/CFT
Blank . . . . . . . . . .
P4/PW/CFT . . . . .
P5/PW/CFT . . . . .
P6/PW/CFT . . . . .
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P8/PW/CFT . . . . .
P9/PW/CFT . . . . .
P10/PW/CFT . . . .
P11/PW/CFT . . . .
P12/PW/CFT . . . .
P13/PW/CFT . . . .
P14/PW/CFT . . . .
P15/PW/CFT . . . .
P16/PW/CFT . . . .
P17/PW/CFT . . . .
P18/PW/CFT . . . .
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P20/PW/CFT . . . .
P21/PW/CFT . . . .
P22/PW/CFT . . . .
P23/PW/CFT . . . .
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P28/PW/CFT . . . .
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P31/PW/CFT . . . .
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Blank . . . . . . . . . .
EP1 . . . . . . . . . . . .
EP2 . . . . . . . . . . . .
EP3 . . . . . . . . . . . .
EP4 . . . . . . . . . . . .
EP5 . . . . . . . . . . . .
EP6 . . . . . . . . . . . .
EP7 . . . . . . . . . . . .
EP8 . . . . . . . . . . . .
EP9 . . . . . . . . . . . .

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EP10 . . . . . . . . . . .
EP11 . . . . . . . . . . . .
EP12 . . . . . . . . . . .
A1 . . . . . . . . . . . . . .
A2 . . . . . . . . . . . . . .
A3 . . . . . . . . . . . . . .
A4 . . . . . . . . . . . . . .
A5 . . . . . . . . . . . . . .
A6 . . . . . . . . . . . . . .
A7 . . . . . . . . . . . . . .
A8 . . . . . . . . . . . . . .
A8.1 . . . . . . . . . . . .
A8.2 . . . . . . . . . . . .
A9 . . . . . . . . . . . . . .
A10 . . . . . . . . . . . . .
A11 . . . . . . . . . . . . .
A12 . . . . . . . . . . . . .
A13 . . . . . . . . . . . . .
A14 . . . . . . . . . . . . .
A14.1 . . . . . . . . . . .
A14.2 . . . . . . . . . . .
A15 . . . . . . . . . . . . .
A16 . . . . . . . . . . . . .
A17 . . . . . . . . . . . . .
A18 . . . . . . . . . . . . .
A19 . . . . . . . . . . . . .
A20 . . . . . . . . . . . . .
A20.1 . . . . . . . . . . .
A20.2 . . . . . . . . . . .
A20.3 . . . . . . . . . . .
A20.4 . . . . . . . . . . .
A20.5 . . . . . . . . . . .
A20.6 . . . . . . . . . . .
B1 . . . . . . . . . . . . . .
B2 . . . . . . . . . . . . . .
B3 . . . . . . . . . . . . . .
B4 . . . . . . . . . . . . . .
B5 . . . . . . . . . . . . . .
B6 . . . . . . . . . . . . . .
B7 . . . . . . . . . . . . . .
B8 . . . . . . . . . . . . . .
B8.1 . . . . . . . . . . . .
B8.2 . . . . . . . . . . . .
B9 . . . . . . . . . . . . . .
B10 . . . . . . . . . . . . .
B11 . . . . . . . . . . . . .
B12 . . . . . . . . . . . . .
B13 . . . . . . . . . . . . .
B14 . . . . . . . . . . . . .

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LIST OF EFFECTIVE PAGES (CONT)
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B14.1 . . . . . . . . . . .
B14.2 . . . . . . . . . . .
B15 . . . . . . . . . . . . .
B16 . . . . . . . . . . . . .
B17 . . . . . . . . . . . . .
B18 . . . . . . . . . . . . .
B19 . . . . . . . . . . . . .
B20 . . . . . . . . . . . . .
B21 . . . . . . . . . . . . .
B22 . . . . . . . . . . . . .
C1/PW . . . . . . . . . .
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D1 . . . . . . . . . . . . . .
D2 . . . . . . . . . . . . . .
D3 . . . . . . . . . . . . . .
D4 . . . . . . . . . . . . . .
D5 . . . . . . . . . . . . . .
D6 . . . . . . . . . . . . . .
D6.1 . . . . . . . . . . . .
D6.2 . . . . . . . . . . . .
D7 . . . . . . . . . . . . . .
D8 . . . . . . . . . . . . . .
D8.1 . . . . . . . . . . . .
D8.2 . . . . . . . . . . . .
D9 . . . . . . . . . . . . . .
D10 . . . . . . . . . . . . .
D11 . . . . . . . . . . . . .
D12 . . . . . . . . . . . . .
D13 . . . . . . . . . . . . .
D14 . . . . . . . . . . . . .
D15 . . . . . . . . . . . . .
D16 . . . . . . . . . . . . .
D17 . . . . . . . . . . . . .
D18 . . . . . . . . . . . . .
D19 . . . . . . . . . . . . .
D20 . . . . . . . . . . . . .
D20.1 . . . . . . . . . . .
D20.2 . . . . . . . . . . .
D21 . . . . . . . . . . . . .
D22 . . . . . . . . . . . . .
E1 . . . . . . . . . . . . . .
E2 . . . . . . . . . . . . . .
E3 . . . . . . . . . . . . . .
E4 . . . . . . . . . . . . . .
E5 . . . . . . . . . . . . . .
E6 . . . . . . . . . . . . . .
E7 . . . . . . . . . . . . . .
E8 . . . . . . . . . . . . . .
E9 . . . . . . . . . . . . . .
E10 . . . . . . . . . . . . .
E10.1 . . . . . . . . . . .
E10.2 . . . . . . . . . . .
E11 . . . . . . . . . . . . .
E12 . . . . . . . . . . . . .
E13 . . . . . . . . . . . . .
E14 . . . . . . . . . . . . .
E15 . . . . . . . . . . . . .
E16 . . . . . . . . . . . . .

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LIST OF EFFECTIVE PAGES (CONT)
Page
No.

* ChangeNo.

E16.1 . . . . . . . . . . .
E16.2 . . . . . . . . . . .
E16.3 . . . . . . . . . . .
E16.4 . . . . . . . . . . .
E16.5 . . . . . . . . . . .
E16.6 . . . . . . . . . . .
F1 . . . . . . . . . . . . . .
F2 . . . . . . . . . . . . . .
F3 . . . . . . . . . . . . . .
F4 . . . . . . . . . . . . . .
F5 . . . . . . . . . . . . . .
F6 . . . . . . . . . . . . . .
F7 . . . . . . . . . . . . . .
F8 . . . . . . . . . . . . . .
F9 . . . . . . . . . . . . . .
F10 . . . . . . . . . . . . .
F11 . . . . . . . . . . . . .
F12 . . . . . . . . . . . . .
F12.1 . . . . . . . . . . .
F12.2 . . . . . . . . . . .
F13 . . . . . . . . . . . . .
F14 . . . . . . . . . . . . .
F15 . . . . . . . . . . . . .
F16 . . . . . . . . . . . . .
F17 . . . . . . . . . . . . .
F18 . . . . . . . . . . . . .
F18.1 . . . . . . . . . . .
F18.2 . . . . . . . . . . .
F19 . . . . . . . . . . . . .
F20 . . . . . . . . . . . . .
F21 . . . . . . . . . . . . .
F22 . . . . . . . . . . . . .
F23 . . . . . . . . . . . . .
F24 . . . . . . . . . . . . .
F25 . . . . . . . . . . . . .
F26 . . . . . . . . . . . . .
F27 . . . . . . . . . . . . .
F28 . . . . . . . . . . . . .
F29 . . . . . . . . . . . . .
F30 . . . . . . . . . . . . .
F30.1 . . . . . . . . . . .
F30.2 . . . . . . . . . . .
F31 . . . . . . . . . . . . .
F32 . . . . . . . . . . . . .
F33 . . . . . . . . . . . . .
F34 . . . . . . . . . . . . .
F34.1 . . . . . . . . . . .
F34.2 . . . . . . . . . . .
F35 . . . . . . . . . . . . .

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F37 . . . . . . . . . . . . .
F38 . . . . . . . . . . . . .
AR1 . . . . . . . . . . . .
AR2 . . . . . . . . . . . .
AR3 . . . . . . . . . . . .
AR4 . . . . . . . . . . . .
AR5 . . . . . . . . . . . .
AR6 . . . . . . . . . . . .
AR7 . . . . . . . . . . . .
AR8 . . . . . . . . . . . .
AR9 . . . . . . . . . . . .
AR10 . . . . . . . . . . .

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T.O. GR1F16CJ1CL2

INTRODUCTION
Refer to T.O. GR1F16CJ1 for a complete block desig
nation code/serial number/tail number crossrefer
ence listing.
This checklist does not replace the amplified versionof the procedures in the Flight Manual. To fly the aircraft safely and efficiently, read and thoroughly un
derstand why each step is performed and why it occurs
in a certain sequence. Changes to the checklist are
made automatically to reflect changes to the Flight
Manual.

i

T.O. GR1F16CJ1CL2

TABLE OF CONTENTSNORMAL PROCEDURES . . . . . . . . . . . . . . . . .
FAMILIARIZATION PROCEDURES . . . . . . . .
PERFORMANCE DATA . . . . . . . . . . . . . . . . . . .
EMERGENCY PROCEDURES . . . . . . . . . . . . . .
AIR REFUELING PROCEDURES . . . . . . . . . . .

ii

Page
N1
X1
P1
EP1
AR1

T.O. GR1F16CJ1CL2

SECTION N
NORMAL PROCEDURESTABLE OF CONTENTS
Page
COCKPIT DESIGNATION CODE . . . . . . . . . .
PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . .
BEFORE STARTING ENGINE . . . . . . . . . . . .
STARTING ENGINE . . . . . . . . . . . . . . . . . . . . .
AFTER ENGINE START . . . . . . . . . . . . . . . . . .
BEFORE TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF ROLL TRIM WITH
ASYMMETRIC STORES . . . . . . . . . . . . . . . .
TAKEOFF AND LANDING CROSSWIND
LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CLIMB/INFLIGHT/OPERATIONALCHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DESCENT/BEFORE LANDING . . . . . . . . . . . .
AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . .
PRIOR TO ENGINE SHUTDOWN . . . . . . . . .
ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . .
SCRAMBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HOT REFUELING . . . . . . . . . . . . . . . . . . . . . . . .
QUICK TURNAROUND . . . . . . . . . . . . . . . . . .
SUPPLEMENTAL PROCEDURES . . . . . . . . . .
STRANGE FIELD PROCEDURES . . . . . . . . . .
EXTERIOR INSPECTION . . . . . . . . . . . . . . . . .
AIRCRAFT SERVICING . . . . . . . . . . . . . . . . . . .
TAKEOFF AND LANDING DATA CARD . . .

N2
N2
N3
N3
N4
N6
N6
N7
N8
N9
N10
N10
N10
N10
N11
N11
N12
N13
N13
N13
N14
N19
N20

N1

T.O. GR1F16CJ1CL2

COCKPIT DESIGNATION CODE
An asterisk (*) preceding steps is used to highlight procedures for D aircraft which apply to both cockpits.

PREFLIGHT CHECKCheck AFTO Form 781 for aircraft release and storesstatus.
EXTERIOR INSPECTION
Refer to figure N3, page N14.
COCKPIT ACCESS
1. Canopy - Open by positioning external canopy
switch to the up position.
2. Ladder - Position on cockpit sill.
BEFORE ENTERING COCKPIT*1. Ejection seat - Check.
2. MAIN PWR switch - OFF.
DR For solo flight:

3. Ejection seat - Safe, straps secure, pins removed.
4. CANOPY JETTISON Thandle - Secure, safety
pin removed.
5. SPD BRK switch - Center.
6. FUEL MASTER switch - MASTER (guarddown).
7. ENG CONT switch - NORM (guard down).
8. Audio panels - Set.
9. ALT GEAR handle - In.
10. ALT FLAPS switch - NORM.
11. GND JETT ENABLE switch - OFF.
12. DRAG CHUTE Switch-NORM.
13. HOOK switch - UP.
14. ARMT CONSENT switch - ARMT CONSENT(guard down).
15. EJECTION MODE SEL handle - SOLO.
16. Interior LIGHTING control panel - All knobs off.
17. OXYGEN REGULATOR - OFF and 100%.
18. Utility light - OFF and secured.

N2

T.O. GR1F16CJ1CL2

SECTION X
FAMILIARIZATION PROCEDURES
This section is furnished for familiarization use. It will
normally be inserted between BEFORE ENTERINGCOCKPIT and COCKPIT INTERIOR CHECK. It may
also be inserted in another part of the checklist,
removed, parts removed, or discarded as desired.

TABLE OF CONTENTS
Page
COCKPIT INTERIOR CHECK . . . . . . . . . . . . . .

X2

X1

T.O. GR1F16CJ1CL2

COCKPIT INTERIOR CHECK*1. Loose or foreign objects - Check.
*2. Harness and personal equipment - Fasten.
*3. Rudder pedals - Adjust.
Left Console
1. PROBE HEAT switch - OFF.
2. DF STICK CONTROL switch - As briefed when
DR occupied; FWD for solo flight.
3. FLCS PWR TEST switch - NORM.
4. DEFOG lever - Midrange.
5. DIGITAL BACKUP switch - OFF.
*6. ALT FLAPS switch - NORM.
7. MANUAL TF FLY UP switch - ENABLE.
8. LE FLAPS switch - AUTO.
9. BIT switch - OFF.
10. TRIM/AP DISC switch - NORM.
11. ROLL, YAW, and PITCH TRIM - Center.
*12. FUEL MASTER switch - MASTER (guard down
and C DF safetywired).
13. TANK INERTING switch - OFF.
14. ENG FEED knob - NORM.
15. AIR REFUEL switch - CLOSE.
16. IFF MASTER knob - STBY.
17. C & I knob - BACKUP.
*18. TACAN - As desired.
19. EXT LIGHTING control panel - As required.
20. MASTER light switch - NORM.
21. EPU switch - NORM (guard down).
22. MAIN PWR switch - OFF.
23. AVTR power switch - OFF.
24. VIDEO SELECT knob - HUD.
25. ECM power - Off.
*26. COMM 1 power knob - CW.
*27. COMM 1 mode knob - SQL.
*28. COMM 2 power knob - CW.
*29. COMM 2 mode knob - SQL.
*30. TACAN power knob - CW.
31. C DF AB RESET switch - NORM.
32. C DF ENG CONT switch - PRI (guard down).
33. DR ENG CONT switch - NORM (guard down).
(Cont)

X2

T.O. GR1F16CJ1CL2
34. JFS switch - OFF.
35. UHF radio backup control panel:a. Function knob - BOTH.
b. Frequency - As desired.
36. Throttle - Verify freedom of motion, then OFF.
*37. SPD BRK switch - Forward.
*38. DOG FIGHT switch - Center.
Left Auxiliary Console*1. ALT GEAR handle - In.
2. CMDS switches (9)-OFF.
3. RF switch-NORM.
4. STORES CONFIG switch - As required.
5. LANDING TAXI LIGHTS switch - OFF.
*6. LG handle - DN.
*7. GND JETT ENABLE switch - OFF.
8. BRAKES channel switch - CHAN 1.
9. ANTISKID switch - ANTISKID.
*10. EMER STORES JETTISON button - Coverintact.
*11. HOOK switch - UP.
12. SYMBOLOGY power knob - OFF.
Instrument Panel
1. ROLL switch - ATT HOLD.
2. PITCH switch - A/P OFF.
3. MASTER ARM switch - OFF.
4. DR ARMT CONSENT switch - ARMT CONSENT(guard down).
5. LASER ARM switch - OFF.
6. DRAG CHUTE switch - NORM.
*7. HUD/ASHM - Set.
*8. Altimeter - Set.
9. FUEL QTY SEL knob - NORM.
10. EXT FUEL TRANS switch - NORM.
*11. INSTR MODE knob - As desired.
Right Auxiliary Console*1. Clock - Set.
2. DR EJECTION MODE SEL handle - NORM or
AFT (as briefed).

X3

T.O. GR1F16CJ1CL2
Right Console
1. SNSR PWR switches (4) - OFF.
2. HUD control panel - Set.
3. NUCLEAR CONSENT switch - OFF (guard down).
4. ZEROIZE switch - OFF.
*5. Wristrest and armrest - As desired.
*6. Interior LIGHTING control panel - As desired.
7. C DF VOICE MESSAGE switch - VOICEMESSAGE.
8. TEMP knob - AUTO.
9. AIR SOURCE knob - NORM.
10. AVIONICS POWER switches (8) - OFF.
11. ANTI ICE switch - AUTO/ON.
12. IFF ANT SEL switch - NORM.
13. UHF ANT SEL switch - NORM.

X4

T.O. GR1F16CJ1CL2
COCKPIT INTERIOR CHECK
1. Interior check-Complete.
AFTER COCKPIT CHECK IS COMPLETE-VERIFY*1. FUEL MASTER switch-MASTER (guard down
and C DF safetywired).
2. ENG FEED knob-NORM.
3. EPU switch-NORM (guard down).
4. C DF ENG CONT switch-PRI (guard down).
5. DR ENG CONT switch-NORM (guard down).
*6. Throttle-OFF.
*7. LG handle-DN.
*8. HOOK switch-UP.
9. MASTER ARM switch-OFF.
10. AIR SOURCE knob-NORM.
*11. Loose or foreign objects-Check.

BEFORE STARTING ENGINE
1. MAIN PWR switch-BATT.
2. FLCS PWR TEST switch-TEST and hold.
3. FLCS PWR TEST switch-Release.
4. MAIN PWR switch-MAIN PWR.
5. EPU GEN and EPU PMG lights-Confirm off.
6. Communications-Established.
7. Canopy-As desired.
8. Chocks in place, fireguard posted, and intake andother danger areas clear (ground crew).

STARTING ENGINE
1. JFS switch-START 2.
2. SEC caution light-Check off.
3. Throttle-Advance to IDLE at 20 percent rpm
minimum.
4. ENGINE warning light-Off (approximately 55
percent rpm).
(Cont)

N3

T.O. GR1F16CJ1CL2*Engine at idle and check:
5. JFS switch-Confirm OFF.
6. HYD/OIL PRESS warning light-Off.
7. FUEL FLOW-5001500.
8. OIL pressure-15 psi (minimum).
9. NOZ POS-Greater than 80 percent.
10. RPM-6577 percent.
11. FTIT-625_C or less.
12. HYD PRESS A & B-28503250 psi.
13. Six fuel pump lights (ground crew)-On.
14. Main fuel shutoff valve (ground crew)-Check.
15. JFS doors (ground crew)-Verify closed.
16. Throttle cutoff release-Check.

AFTER ENGINE START
1. TEST switch panel - Check.
a. PROBE HEAT switch - PROBE HEAT.
b. PROBE HEAT switch - TEST.
c. PROBE HEAT switch - OFF.
d. FIRE & OHEAT DETECT button - Test.
e. MAL & IND LTS button - Test.
2. AVIONICS POWER panel - Set.
a. MMC switch - MMC.
b. ST STA switch - ST STA.
c. MFD switch - MFD.
d. UFC switch - UFC.
e. GPS TRK switch - GPS TRK.
(Cont)

N4

T.O. GR1F16CJ1CL2
3. EGI - Align after display visible on the DED.
4. SNSR PWR panel:a. LEFT HDPT switch - OFF, unless required.
b. RIGHT HDPT switch - As required.
c. FCR switch - FCR.
d. RDR ALT switch - RDR ALT.
*5. HUD/ASHM - As desired.
6. C & I knob - UFC.
7. MFL - Clear.
8. SEC - Check after the engine has run at idle forat least 30 seconds. May be delayed until the
BEFORE TAKEOFF checklist.
9. Flight controls - Cycle.
10. FLCS BIT - Initiate and monitor.
11. ECM panel - As required.
12. SPD BRK switch - Cycle.
*13. WHEELS down lights - Three green.
*14. SAI - Set.
15. FUEL QTY SEL knob - Check.
16. EPU FUEL quantity - 95102 percent.
17. Avionics - Program as required and verify(manual or data transfer cartridge).
*18. MFD's - As desired.
19. VHF radio - As desired.
After FLCS BIT completed:*20. DBU - Check:a. DIGITAL BACKUP switch - BACKUP.
b. Operate controls - All surfaces respondnormally.
c. DIGITAL BACKUP switch - OFF.
21. Trim - Check.
(Cont)

N5

T.O. GR1F16CJ1CL2*22. D FLCS override - Check.
*23. MPO - Check.
*24. Operate controls-All surfaces respond normally; no FLCS lights on.
*25. AR system (if required)-Check.
*26. Brakes-Check both channels; then return to
CHAN 1.
27. Antiice-Check.
28. EPU GEN and EPU PMG lights-Confirm off.
29. EPU switch-OFF.
30. Ground safety pins (ground crew)-Remove.
31. EPU switch-NORM.
32. Intercom (ground crew)-Disconnect.
33. Avionic BIT's-As desired.
34. C DF Seat-Adjust to design eye.
35. OBOGS-Check (at least 2 minutes after engine
start).

BEFORE TAXI
1. Canopy-Close and lock.
2. HAVE QUICK radio-Set and check (ifrequired).
*3. Altimeter and altitude indications-Set andcheck.
4. Exterior lights-As required.
5. EGI knob-NAV.
6. Chocks (ground crew)-Remove.

TAXI*1. Brakes and NWS-Check.
*2. Heading-Check.
*3. Flight instruments-Check for proper operation.

N6

T.O. GR1F16CJ1CL2

BEFORE TAKEOFF*1. ALT FLAPS switch-NORM.
2. MANUAL TF FLYUP switch-ENABLE.
3. Trim-Check pitch and yaw trim centered androll trim as required. Refer to figure N1, pageN7.
4. C  DF ENG CONT switch-PRI (guard down).
5. DR ENG CONT switch-NORM (guard down).
6. Speedbrakes-Closed.
7. Canopy-Close, lock, light off.
8. IFF-Set and check.
9. External tanks (if installed)-Verify feeding.
10. FUEL QTY SEL knob-NORM.
11. STORES CONFIG switch-As required.
*12. GND JETT ENABLE switch-As required.
*13. Harness, leads, and antig system-Check.
14. EPU-Check.
15. FLIR-As required.
16. TFR-As required.
17. PROBE HEAT switch-PROBE HEAT.
*18. Ejection safety lever-Arm (down).
*19. Flight controls-Cycle.
*20. OIL pressure-Check psi.
*21. ALOW MSL FLOOR Data-Check.
*22. All warning and caution lights-Check.
23. Adjustable sliding holder (when utility light is
not in use)- C  DF Full forward, rotated cw, andsecured.
24. TGP-Stow.

N7

T.O. GR1F16CJ1CL2

Takeoff Roll Trim With Asymmetric Stores
DATA BASIS FLIGHT TESTCONFIGURATION:
LEF'S SCHEDULEDTEF'S AT 20 DEGREESNOTES:
INCREASE TAKEOFF SPEED 2 KTS FOR EACH DOT OFROLL TRIM APPLIED TO COMPENSATE FOR REDUCED
LIFT. TAKEOFF DISTANCE INCREASES PROPORTIONATELY TO THE SPEED INCREASE.
IT IS POSSIBLE TO EXCEED THE LATERAL TRIM AUTHORITY OF THE AIRCRAFT FOR ONSPEED TAKEOFF
WITH A NET ASYMMETRIC (ROLLING) MOMENT LESS
THAN AIRCRAFT TAKEOFF LIMITS.

TAKEOFF SPEED

KIAS

120

140

160

180

STORE STATION

200

BASELINE

4/6

3/7

2/8

0

1

2

3

FULL

DOTS OF ROLL TRIM
1F-16X-1CL-1-0003X

Figure N1.

N8

T.O. GR1F16CJ1CL2

Takeoff and Landing Crosswind Limits

NOTES:
CROSSWIND LIMITS FOR RCR VALUES 423 MAY BE
OBTAINED BY INTERPOLATING BETWEEN THE LIMITSSHOWN.
ENTER CHART WITH STEADY WIND TO DETERMINEHEADWIND COMPONENT AND WITH MAXIMUM GUST
VELOCITY TO DETERMINE CROSSWIND COMPONENT.

35HEADWIND COMPONENTS

KNOTS

30

25

20

15

10

5

0

0

20

25

CROSSWIND COMPONENTS

5

10

15

KNOTS

30

1F-16X-1CL-1-0004A

Figure N2.

N9

T.O. GR1F16CJ1CL2

CLIMB/INFLIGHT/OPERATIONALCHECKS
1. Fuel-Check quantity/transfer/balance.
2. FUEL QTY SEL knob-NORM.
3. Oxygen system-Check.
4. Cockpit pressurization-Check.
5. Engine instruments-Check.

DESCENT/BEFORE LANDING
1. Fuel-Check quantity/transfer/balance.
2. Final approach airspeed-Compute.
3. DEFOG lever/cockpit heat-As required.
4. Landing light-On.
*5. Altimeter and altitude indications-Check altimeter setting, ELECT versus PNEU mode
altimeter readings, and ELECT mode altitude
versus altitude displayed in HUD.
*6. Attitude references-Check ADI/HUD/SAI.
7. ANTI ICE switch-As required.
8. TGP-Stow.

AFTER LANDING
1. DRAG CHUTE switch-NORM/REL as required.
2. PROBE HEAT switch-OFF.
3. ECM power-Off.
4. Speedbrakes-Close.
*5. Ejection safety lever-Safe (up).
6. IFF MASTER knob-STBY.
7. IFF M4 CODE switch-HOLD.
8. LANDING TAXI lights-As required.
9. ZEROIZE switch-As required.
10. Canopy handle-Up.
11. Armament switches-Off, safe, or normal.

PRIOR TO ENGINE SHUTDOWN
1. EPU safety pin (ground crew)-In.
2. EGI-Check.
3. MFL-Record (as required).
4. AVTR power switch-UNTHRD.
5. C & I knob-BACKUP.
6. EGI knob-OFF.
7. Avionics-OFF.

N10

T.O. GR1F16CJ1CL2ENGINE SHUTDOWN
1. Throttle - OFF.
2. JFS RUN light - Check.
After main generator drops off line:
3. EPU GEN and EPU PMG lights - Confirm off.
4. MAIN PWR switch - OFF.
5. Oxygen hose, survival kit straps, lapbelt, gsuit
hose, and vest hose-Disconnect, stow.
6. OXYGEN REGULATOR-OFF and 100%.
7. Canopy - Open.

SCRAMBLE
PREFLIGHT
Perform the following preflight inspections prior toplacing the aircraft on quick response status:
1. EXTERIOR INSPECTION.
2. BEFORE ENTERING COCKPIT.
3. COCKPIT INTERIOR CHECK.
4. BEFORE STARTING ENGINE.
5. STARTING ENGINE.
6. AFTER ENGINE START (include EPU check but
do not remove MLG ground safety pins).
7. Aircraft cocked for scramble - Per local policies
and directives.
AIRCRAFT ON QUICK RESPONSE STATUS
If the above actions were not completed prior toscramble, normal preflight procedures should be used.
1. FLCS power - Check.
2. MAIN PWR switch - MAIN PWR.
3. Engine - Start.
4. Canopy - Close and lock.
5. Instruments - Check.
6. SNSR PWR switches - As required.
7. AVIONICS POWER switches - As required.
8. EGI knob - STOR HDG.
9. FLCS BIT - Accomplish.
10. MFD's - As desired.
(Cont)

N11

T.O. GR1F16CJ1CL2
11. SMS - As desired.
*12. HUD/ASHM - As required.
13. EGI knob - NAV.
14. EPU GEN and EPU PMG lights - Confirm off.
15. EPU - Check (if EPU safety pin was installedsince last EPU check).
16. Chocks and safety pins (ground crew) - Remove.
*17. Brakes and NWS - Check.
*18. Ejection safety lever - Armed (down).
*19. Flight control surfaces - Cycle.
20. IFF - As required.

HOT REFUELINGPRIOR TO HOT PIT ENTRY
1. AFTER LANDING checks - Complete.
2. AIR REFUEL switch - OPEN; RDY light on.
*3. TACAN power knob - OFF.
*4. GND JETT ENABLE switch - OFF.
PRIOR TO HOT REFUELING
Perform the following actions prior to refueling:
1. EPU safety pin (ground crew) - Installed.
*2. Personal equipment leads (except oxygen andcommunication) - As desired.
3. Canopy - As desired.
4. Brake and tire inspection (ground crew) Complete.
5. Intercom with refueling supervisor - Established.
DURING HOT REFUELING*1. Be alert for visual or voice signals from refuelingsupervisor.
*2. Terminate refueling if intercom contact is lost Visual signal.
*3. Ground control radio frequency - Monitor.
*4. Insure hands are visible to ground crew.

N12

T.O. GR1F16CJ1CL2
HOT REFUELING COMPLETE
1. AIR REFUEL switch - CLOSE.
2. EPU GEN and EPU PMG lights - Confirm off.
3. EPU switch - OFF.
4. EPU safety pin (ground crew) - Removed.
5. EPU switch - NORM.
6. Intercom (refueling supervisor) - Disconnect.
7. Taxi clear of refueling area and configure aircraft
as required.

QUICK TURNAROUNDPRIOR TO ENGINE SHUTDOWN
1. AFTER LANDING checks - Complete.
2. PRIOR TO ENGINE SHUTDOWN checks Complete.
3. Communication with ground crew - Establish (ifrequired).
4. ENGINE SHUTDOWN checks - Complete.
5. Aircraft setup - IAW local procedures.

SUPPLEMENTAL PROCEDURESILS PROCEDURES
1. DED-Verify CNI display.
2. TILS button-Depress and release.
3. ILS frequency-Key in and ENTR.
4. DCS-Position asterisks about selectable items.
5. HSI-Set inbound localizer course.
6. INSTR MODE knob-ILS/TCN or ILS/NAV.
EXTERIOR INSPECTION
Refer to figure N3, page N14.
AIRCRAFT SERVICING
Refer to figure N7, page N19.
TAKEOFF AND LANDING DATA CARD
Refer to figure N8, page N20.

STRANGE FIELD PROCEDURES
Refer to Air Force/Command guidance.
N13

T.O. GR1F16CJ1CL2

Exterior Inspection (Typical)
NOTE:

Check aircraft for loose doors and fasteners,
cracks, dents, leaks, and other discrepancies.

GR1F-16CJ-1CL-1-0003X37

NOSE-A
1. FORWARD FUSELAGE:
A. EXTERNAL CANOPY JETTISON DHANDLES(2)-ACCESS DOORS CLOSED.
B. PITOTSTATIC PROBES (2)-COVERS REMOVED.
C. AOA PROBES (2)-COVERS REMOVED;SLOTSCLEAR;FREEDOM OF MOVEMENT CHECKED;ALIGNMENT CHECKED (ROTATE PROBES FULLY TOWARDFRONT OF AIRCRAFT (CCW ON THE LEFT;CW ON
THE RIGHT) AND VERIFY BOTTOM SLOTS SLIGHTLY
AFT OF 6 O'CLOCK AND TOP SLOTS FORWARD);SET IN NEUTRAL POSITION (BOTTOM SLOT AT 4
O'CLOCK ON THE RIGHT SIDE AND 8 O'CLOCK ON
THE LEFT SIDE).
D. STATIC PORTS (2)-CONDITION.
E. RADOME-SECURE.
F. ENGINE INLET DUCT-CLEAR.
G. PODS AND PYLONS-SECURE (PREFLIGHT IAW
T.O. GR1F16CJ3411CL1).
H. EPU FIRED INDICATOR - CHECK.
I. ECS RAM INLET DUCTS - CLEAR.

Figure N3.(Sheet 1)

N14

T.O. GR1F16CJ1CL2

Exterior Inspection (Typical)
CENTER FUSELAGE & RIGHT WING-B
1. RIGHT MLG:
A. TIRE, WHEEL, AND STRUT-CONDITION.
B. UPLOCK ROLLER-CHECK.
C. DOOR AND LINKAGE-SECURE.
D. LG SAFETY PIN-INSTALLED.
2. RIGHT WING:
A. HYDRAZINE LEAK DETECTOR-CHECK.
B. EPU NITROGEN BOTTLE-CHARGED (REFER TO FIGURE N5).
C. EPU OIL LEVEL - CHECK.
D. HYD SYS A QTY AND ACCUMULATOR-CHECK.
E. GUNRNDS COUNTER AND RNDS LIMIT-SET.
F. EPU EXHAUST PORT-CONDITION.
G. LEF-CONDITION.
H. STORES AND PYLONS-SECURE (PREFLIGHT IAW
T.O. GR1F16CJ3411CL1).
I. NAV AND FORM LIGHTS-CONDITION.
J. FLAPERON - CONDITION.
AFT FUSELAGE-C
1. TAIL:
A. ADG-CHECK.
B. CSD OIL LEVEL - CHECK.
C. BRAKE/JFS ACCUMULATORS-CHARGED (REFER TO
FIGURE N4).
D. HOOK-CONDITION AND PIN FREE TO MOVE.
E. DRAG CHUTE ACCUMULATOR-CHARGED.
F. VENTRAL FINS, SPEEDBRAKES, HORIZONTAL TAILS,AND RUDDER-CONDITION.
G. DRAG CHUTE HOUSING-CONDITION.
H. ENGINE EXHAUST AREA-CONDITION.
I. NAV AND FORM LIGHTS-CONDITION.
J. VERTICAL TAIL LIGHT-CONDITION.
K. DRAG CHUTE/FLCS ACCUMULATORS-CHARGED(REFER TO FIGURE N6).
L. JFS DOORS-CLOSED.

Figure N3.(Sheet 2)

N15

T.O. GR1F16CJ1CL2

Exterior Inspection (Typical)
LEFT WING & CENTER FUSELAGE - D
1. LEFT WING:
A. FLAPERON - CONDITION.
B. NAV AND FORM LIGHTS - CONDITION.
C. STORES AND PYLONS - SECURE (PREFLIGHT IAW
T.O. GR1F16CJ3411CL1).
D. LEF - CONDITION.
E. FUEL VENT OUTLET - CLEAR.
F. HYD SYS B QTY AND ACCUMULATOR - CHECK.
2. LEFT MLG:
A. TIRE, WHEEL, AND STRUT - CONDITION.
B. UPLOCK ROLLER - CHECK.
C. DOOR AND LINKAGE - SECURE.
D. LG SAFETY PIN - INSTALLED.
E. LG PIN CONTAINER - CHECK CONDITION.
3. FUSELAGE:
A. GUN PORT - CONDITION.
B. IFF - CHECK.
C. AVTR - CHECK.
D. DOOR 2317, ENGINE AND EMS GONOGO
INDICATORS - CHECK.
4. UNDERSIDE:A. NLG TIRE, WHEEL, AND STRUT - CONDITION.
B. NLG TORQUE ARMS - CONNECTED, PIN SECURE,
AND SAFETIED.
C. NLG DOOR AND LINKAGE - SECURE.
D. LANDING AND TAXI LIGHTS - CONDITION.
E. LG/HOOK EMERGENCY PNEUMATIC BOTTLE PRES
SURE - WITHIN PLACARD LIMITS (REFER TO FIGURE N5).

Figure N3.(Sheet 3)N16

T.O. GR1F16CJ1CL2

Brake/JFS Accumulators Pneumatic
Servicing
TEMPERATURE°FPRESSURE
PSIG-44 to -36-35 to -27-26 to -18-17 to -9-8 to -1
0 to 89 to 17
18 to 26
27 to 35
36 to 44
45 to 53
54 to 62
63 to 71
72 to 80
81 to 89
90 to 98
99 to 107
108 to 116
117 to 125
126 to 13514751625
15251675
15751725
16251775
16751825
17251875
17751925
18251975
18752025
19252075
19752125
20252175
20752225
21252275
21752325
22252375
22752425
23252475
23752525
24252575

Figure N4.

N17

T.O. GR1F16CJ1CL2EPU Nitrogen & Alternate LG/Hook
Bottles Pneumatic Servicing
TEMPERATURE°FPRESSURE
PSIG

100 and higher
50 to 100
10 to 50-60 to +1032503500
28503250
25002850
20002500

Figure N5.

Drag Chute/FLCS Accumulators
Pneumatic Servicing
TEMPERATURE°FPRESSURE
PSIG

100 and higher
50 to 100
10 to 50-60 to +10

13001400
12001300
11001200
9501100

Figure N6.

N18

T.O. GR1F16CJ1CL2

Aircraft Servicing
SPECIFICATIONSSERVICEABLE ITEMFUELENGINE/JFS

USAF

NATO

MILT5624, JP4
MILT5624, JP5

F40
F43 OR
F44
F34
F
34
NONE

MILT83133,
JP8MIL
T 83133, JP
8
JET A, B(COMMERCIAL)JET A1(COMMERCIAL)F35

ENGINE *MILL7808J OR
LATER

ADG/CSD/EPU

MILL7808

HYDRAULICFLUID

HYDRAULIC SYSTEMS A AND B

MILH5606
MILH83282

H515
H537

OXYGENGASEOUSMILO27210,
TYPE INONE

EXTERNAL ELECTRICAL POWER

115 ("15) VAC,
400 ("30) HZ

A/M32A60ANONE

NITROGENGASEOUSBBN441A, TYPE I,NONEGRADE B

FUEL TANKINERTING
AGENT(OPTIONAL)

LIQUID

HALON 1301

NONE

MONOPROPELLANT (EPU)

LIQUIDHYDRAZINE (70%
N2H4, 30% H2O)

NONE

OIL

0148

* IF NECESSARY, ENGINE LUBRICATING OILS MILL7808 (NATO CODE 0148)

AND MILL23699 (NATO CODE 0156) MAY BE MIXED. AT THE FIRSTOPPORTUNITY THEREAFTER, THE OIL SHALL BE DRAINED AND FLUSHED, AND
THE ENGINE SERVICED WITH THE PROPER LUBRICATING OIL AS SPECIFIED IN
THE APPLICABLE ENGINE TECHNICAL ORDERS.

Figure N7.

N19

T.O. GR1F16CJ1CL2

Takeoff and Landing Data Card
CONDITIONSTAKEOFFLANDING

GW . . . . . . . . . . . . . . . . . . . . . . . . . . .



Runway Condition . . . . . . . . . . . . .



Runway Temp . . . . . . . . . . . . . . . . .

Pressure Altitude . . . . . . . . . . . . . .



Wind . . . . . . . . . . . . . . . . . . . . . . . . . .



Runway Length . . . . . . . . . . . . . . . .



Runway Slope . . . . . . . . . . . . . . . . .



TAKEOFF
Rotation Speed . . . . . .

KIAS

Takeoff Speed/Dist . .

KIAS

Refusal Speed . . . . . . .

KIAS

Max Brake Speed . . .

KIAS

FEET

LANDING
Immediately
After Takeoff

GW

GW

Approach Speed . . . .
Touchdown Speed . . .
Landing Distance . . . .

Figure N8.

N20

Final Landing

T.O. GR1F16CJ1CL2

SECTION P/PWPERFORMANCE DATA
F100PW229

TABLE OF CONTENTS

Page

TAKEOFF FACTOR . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF SPEED AND DISTANCE . . . . . . .
ACCELERATION CHECK SPEED . . . . . . . . . .
GROUND VEHICLE FRICTIONREADINGTORCRCONVERSION . . . . . . . . . . . . . . . . . . . . . . .
REFUSAL SPEED . . . . . . . . . . . . . . . . . . . . . . .
REFUSAL SPEED WITH DRAG CHUTE . . . .
LANDING DENSITY FACTOR . . . . . . . . . . . .
APPROACH SPEEDS . . . . . . . . . . . . . . . . . . . .
SHORT FIELD LANDING DISTANCE . . . . .
SHORT FIELD LANDINGDISTANCE SEC . . . . . . . . . . . . . . . . . . . .
SHORT FIELD LANDING DISTANCE
WITH DRAG CHUTE . . . . . . . . . . . . . . . . .
SHORT FIELD LANDING DISTANCE-
SEC WITH DRAG CHUTE . . . . . . . . . . . . .
CLIMB/OPTIMUM CRUISE . . . . . . . . . . . . . .
DIVERSION DECISION DIVERT . . . . . . .
DIVERSION DECISION LOITER . . . . . . .
BEST CRUISE ALTITUDE FOR SHORTRANGE MISSION MAXIMUMRANGE DESCENT . . . . . . . . . . . . . . . . . . . .
AMBIENT AIR TEMPERATURE . . . . . . . . . . .

P2/PW
P4/PW
P6/PW
P7/PW
P8/PWP12/PW
P16/PW
P17/PW
P18/PW
P20/PW
P21/PW
P23/PW
P25/PW
P29/PW
P32/PW
P35/PW
P37/PWP1/PW

T.O. GR1F16CJ1CL2

Takeoff Factor
DATA BASIS FLT TESTENGINE F100-PW-229

1F-16CJ-1CL-1-0003A

Figure P1.

P2/PW

T.O. GR1F16CJ1CL2
Takeoff Speed and Distance
DATA BASIS FLT TESTCONFIGURATION:

ALL DRAG INDEXESCG = 35% MAC
ZERO ROLL TRIMNOTES:ENGINE F100-PW-229

CONDITIONS:ALL ALTITUDESALL TEMPERATURES
10 DEGREES PITCH ATTITUDE

Refer to sheet 2.

1F-16CJ-1CL-1-0004A

Figure P2.(Sheet 1)(P3/PW blank)/P4/PW
P4

T.O. GR1F16CJ1CL2

Takeoff Speed and Distance
DATA BASIS FLIGHT TESTCONFIGURATION:
D ALL DRAG INDEXES
D CG=35% MAC
D ZERO ROLL TRIM

ENGINEF100PW229

CONDITIONS:D ALL ALTITUDES
D ALL TEMPERATURES
D 10 DEGREES PITCH ATTITUDENOTES:D ROTATE AT 10 KIAS (NONAB) OR 15 KIAS (AB) LESS THAN
TAKEOFF SPEED.
D COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
D INCREASE TAKEOFF SPEED 8% AND DISTANCE 18% FOR
AN 8_ PITCH ATTITUDE ROTATION.
D INCREASE/DECREASE TAKEOFF SPEED 0.8 KIAS FOR EACH
1% FORWARD/AFT OF 35% MAC.
D INCREASE/DECREASE DISTANCE 1% FOR EACH 1% FORWARD/AFT OF 35% MAC.
D INCREASE DISTANCE 2% PER 100 DRAG INDEX.
D INCREASE DISTANCE 4% PER 1% UPSLOPE.
D DECREASE DISTANCE 3.5% PER 1% DOWNSLOPE.
D INCREASE DISTANCE 11% PER 10 KTS TAILWIND.
D DECREASE DISTANCE 10% PER 10 KTS HEADWIND.
D FOR TAKEOFF SPEED CORRECTION WITH ROLL TRIM OTHER THAN ZERO, REFER TO TAKEOFF ROLL TRIM WITH
ASYMMETRIC STORES, FIGURE N1, PAGE N8.

Figure P2.(Sheet 2)

P5/PW

T.O. GR1F16CJ1CL2

Acceleration Check Speed
DATA BASIS FLT TESTENGINE F100-PW-229

NOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE SPEED 1% PER 100 DRAG INDEX.
INCREASE SPEED 7.6 KIAS PER 10 KTS HEADWIND.
DECREASE SPEED 7.7 KIAS PER 10 KTS TAILWIND.
INCREASE SPEED 3.4% PER 1% DOWNHILL SLOPE.
DECREASE SPEED 3.5% PER 1% UPHILL SLOPE.

140

120

100

80

KIAS

160

ACCELERATION CHECK SPEED

BASELINE

180

60

7

6

5

4

3

2

TAKEOFF FACTOR

40
1 50 45 40 35 30 25 20
GW1000 POUNDS

1F-16CJ-1CL-1-0005B

Figure P3.

P6/PW

T.O. GR1F16CJ1CL2

Ground Vehicle Friction Reading To RCR
Conversion
NOTES:IN MANY AREAS, GROUND VEHICLE FRICTION READING
IS THE ONLY AVAILABLE MEASURE FOR RUNWAY
BRAKING ACTION.
NORMALLY THE GROUND VEHICLE FRICTION READING,ALSO REFERRED TO AS BRAKING ACTION COEFFICIENT,
IS GIVEN AS WHOLE NUMBERS, NOT AS DECIMALS(I.E., 40 INSTEAD OF 0.40).

0.80

26
24

0.60

22
20

GOOD

18
0.50

16
14

0.40
12
0.30

10
8

0.20

0.10

MEDIUM TO GOOD
MEDIUM
MEDIUM TO POOR

RCR/BRAKING ACTION LEVELGROUND VEHICLE FRICTION READING

0.70

6
4

POOR

2
0

0
1F-16X-1CL-1-0005X

Figure P4.

P7/PW

T.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGDRY CONCRETE (RCR = 23)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 16 (DRY) DECREASE NON-AB/AB REFUSAL SPEED
BY 4/5 KIAS.
INCREASE/DECREASE REFUSAL SPEED 1.1%/0.9% WITH
NON-AB AND 0.7%/0.7% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 5/5 KIAS WITH NON-AB
AND 6/6 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0.5/1.0 KIAS WITH
NON-AB AND 1.5/2.0 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

1F-16CJ-1CL-1-0006A

Figure P5.(Sheet 1)

P8/PW

T.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGWET CONCRETE (RCR = 18)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 12 (WET) DECREASE NON-AB/AB REFUSAL SPEED
BY 9/10 KIAS.
INCREASE/DECREASE REFUSAL SPEED 0.6%/0.4% WITH
NON-AB AND 0.2%/0.2% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON-AB
AND 7/8 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.5/4.5 KIAS WITH
NON-AB AND 4.0/5.5 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

1F-16CJ-1CL-1-0007A

Figure P5.(Sheet 2)

P9/PW

T.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGSNOW (RCR = 8)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
INCREASE/DECREASE REFUSAL SPEED 0.6%/0.5% WITH
NON-AB AND 0.1%/0.2% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON-AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 3/5 KIAS WITH
NON-AB AND 4/6 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

1F-16CJ-1CL-1-0008A

Figure P5.(Sheet 3)P10/PWT.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKING
ICY (RCR = 4)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
DECREASE/INCREASE REFUSAL SPEED 0.0%/0.1% WITH
NON-AB AND 0.7%/0.3% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON-AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 3/5 KIAS WITH
NON-AB AND 4/6 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

1F-16CJ-1CL-1-0009A

Figure P5.(Sheet 4)

P11/PW

T.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGDRY CONCRETE (RCR = 23)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 16 (DRY) DECREASE NON-AB/AB DRY RUNWAY
REFUSAL SPEED BY 2.5/3.5 KIAS.
INCREASE/DECREASE REFUSAL SPEED 1.8%/1.2% WITH
NON-AB AND 1.7%/1.1% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/6 KIAS WITH NONAB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
DECREASE/INCREASE REFUSAL SPEED 1/0.5 KIAS WITH
NON-AB AND INCREASE/DECREASE REFUSAL SPEED 0.5/0.5 KIAS
WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-1012X37

Figure P6. (Sheet 1)P12/PWT.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGWET CONCRETE (RCR = 18)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 12 (WET) DECREASE NONAB/AB WET RUNWAY
REFUSAL SPEED BY 6/8 KIAS.
INCREASE/DECREASE REFUSAL SPEED 2.1%/1.2% WITH
NON-AB AND 2.1%/1.1% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 7/8 KIAS WITH NONAB
AND 9/9 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0/0.5 KIAS WITH
NON-AB AND 1.5/2 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.
3

6.5

4

6.0

5
5.5
6
5.0
7
4.5
8
4.0
9
3.5
10

3.0
2.5

11

2.0
12

1.5

GR1F-16CJ-1CL-1-1013X37

Figure P6.(Sheet 2)

P13/PW

T.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGSNOW (RCR = 8)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
INCREASE/DECREASE REFUSAL SPEED 2.1%/1.2% WITH
NON-AB AND 2.0%/1.1% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 8/8 KIAS WITH NONAB
AND 9/10 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0.5/1.5 KIAS WITH
NON-AB AND 2.5/3.5 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-1014X37

Figure P6.(Sheet 3)

P14/PWT.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKING
ICY (RCR = 4)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
DECREASE/INCREASE REFUSAL SPEED 2.2%/1.2% WITH
NON-AB AND 2.0%/1.0% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 10/12 KIAS WITH NONAB
AND 13/14 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 3/8.5 KIAS WITH
NON-AB AND 5.5/11.5 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-1015X37

Figure P6.(Sheet 4)

P15/PW

T.O. GR1F16CJ1CL2

Landing Density Factor

1F-16X-1CL-1-0001X

Figure P7.

P16/PWT.O. GR1F16CJ1CL2

Approach Speeds
DATA BASIS ESTIMATEDCONFIGURATION:

ENGINE F100PW229

CONDITIONS

D ALL DRAG INDEXES

D ALL TEMPERATURES
D ALL ALTITUDES
D 13 DEGREES AOA(INDEXER ON SPEED)NOTE:ACTUAL APPROACH AIRSPEED AT 11/13 DEGREES AOA MAY DIFFER BY +/5 KNOTS DUE TO VARIATIONS IN AIRCRAFT CG.

GROSS WEIGHT (LB)

AIRSPEED (KIAS)

19,00020,00021,00022,00023,00024,00025,00026,00027,00028,00029,00030,00031,00032,00033,00034,00035,00036,00037,00038,00039,00040,00041,00042,00043,00044,00045,00046,00047,00048,000

132
136
139
142
146
149
152
155
158
161
164
166
169
172
174
177
180
182
185
187
190
192
195
197
199
201
204
206
208
210
NOTE: Add 8 KIAS for an
11° AOA approach

Figure P8.

P17/PW

T.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F-16CJ-1CL-1-0011A

Figure P9.(Sheet 1)

P18/PWT.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F-16CJ-1CL-1-0012A

Figure P9.(Sheet 2)

P19/PW

T.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

SEC

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F-16CJ-1CL-1-0013B

Figure P9.(Sheet 3)P20/PWT.O. GR1F16CJ1CL2

Short Field Landing Distance With Drag
Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-1021X37

Figure P9.(Sheet 4)

P21/PW

T.O. GR1F16CJ1CL2

Short Field Landing Distance With Drag
Chute
DATA BASIS ESTIMATEDENGINE F100-PW-229

CONFIGURATION:

CONDITIONS:ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-1022X37

Figure P9.(Sheet 5)P22/PWT.O. GR1F16CJ1CL2

Short Field Landing Distance
Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:SEC With

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-1023X37

Figure P9.(Sheet 6)

P23/PW

T.O. GR1F16CJ1CL2

Short Field Landing Distance
Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:SEC With

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-1024X37

Figure P9.(Sheet 7)P24/PWT.O. GR1F16CJ1CL2

Climb/Optimum Cruise
DATA BASIS FLIGHT TESTDrag Index = 0

ENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 7162 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED(ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
1000
@
(MIN) (NM)AT
MACH/KIAS/KTAS FUEL FLOWFEET KIASLEVEL OFF
(LB/HR)
MACH
(LB)
50

--- --- ---

---

---

---

45

445
0.87

7.6

63.4

5584

0.87/238/502

2622

40

445
0.87

4.5

37.4

5764

0.87/268/502

2454

35

445
0.81

3.2

25.3

5880

0.81/275/466

2327

30

445
0.80

2.4

18.4

5957

0.80/304/471

2541

25

445
0.73

1.8

13.0

6038

0.73/308/442

2655

20

445
0.70

1.3

8.8

6112

0.70/323/430

2889

10

0.59

0.6

3.4

6231

0.59/325/374

3171

0

0.49

0.0

0.0

6362

0.49/326/326

3488

OPTIMUM CRUISE
5000 LB REMAINING

3000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

50

---

---

---

---

---

---

45

0.87/238/502 2540 0.85/231/488 2232 0.85/231/488 2128

40

0.87/268/501 2384 0.84/256/482 2139 0.84/256/482 2069

35

0.80/272/461 2249 0.80/272/461 2127 0.80/272/461 2070

300.80/304/471 2496 0.76/289/450 2303 0.75/283/442 2220

25

0.72/301/433 2560 0.70/293/421 2408 0.70/293/421 2369

20

0.69/318/423 2804 0.66/304/405 2609 0.64/297/396 2514

100.57/316/363 3040 0.54/301/346 2824 0.53/293/338 2715

00.48/316/316 3338 0.46/302/302 3118 0.45/295/295 3008

Figure P10.(Sheet 1)

P25/PW

T.O. GR1F16CJ1CL2

Climb/Optimum Cruise
DATA BASIS FLIGHT TESTDrag Index = 22
ENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 7162 LB + 2040 LB=
9202 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
1000
@
(MIN) (NM)AT
MACH/KIAS/KTAS FUEL FLOWFEET KIASLEVEL OFF
(LB/HR)
(LB)
MACH
45

--- --- ---

---

---

---

40

436
0.85

5.8

47.2

7677

0.85/259/488

2750

35

436
0.83

3.8

30.9

7821

0.83/282/476

2668

30

436
0.80

2.8

22.1

7924

0.80/304/471

2823

25

436
0.74

2.1

15.6

8019

0.74/312/447

2947

20

436
0.70

1.5

10.5

8108

0.70/324/430

3126

10

0.60

0.7

3.9

8255

0.60/332/382

3477

0

0.50

0.0

0.0

8402

0.50/330/330

3776

OPTIMUM CRUISE
5000 LB REMAINING

3000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

45

---

---

---

---

---

---

40

0.85/259/486 2488 0.84/256/482 2291 0.84/256/482 2214

350.80/272/461 2393 0.80/272/461 2269 0.80/272/461 2210

30

0.78/295/459 2591 0.75/283/442 2389 0.75/283/442 2343

250.70/293/421 2625 0.70/293/421 2536 0.70/293/421 2495

200.67/311/414 2892 0.65/297/397 2691 0.63/291/388 2594

100.56/309/356 3120 0.53/295/340 2904 0.52/288/331 2789

00.47/310/310 3421 0.45/297/297 3197 0.44/289/289 3081

Figure P10.(Sheet 2)P26/PWT.O. GR1F16CJ1CL2

Climb/Optimum Cruise

Drag Index = 53

DATA BASIS FLIGHT TESTENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 7162 LB + 5032 LB=
12,194 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED(ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
1000
@
(MIN) (NM)AT
MACH/KIAS/KTAS FUEL FLOWFEET KIASLEVEL OFF
(LB/HR)
(LB)
MACH
45

--- --- ---

---

---

---

40

424
0.85

9.1

74.1

10,3630.85/259/488

3322

35

424
0.84

5.0

40.7

10,6500.84/287/484

3170

30

424
0.80

3.6

27.9

10,7980.80/304/471

3229

25

424
0.75

2.6

19.4

10,9210.75/315/451

3361

20

424
0.70

1.8

13.0

11,0340.70/324/430

3482

10

0.60

0.8

4.7

11,2220.60/333/383

3822

0

0.50

0.0

0.0

11,3940.50/331/331

4116

OPTIMUM CRUISE
8000 LB REMAINING

5000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

45

---

---

---

---

---

---

40

0.85/259/488 3012 0.84/256/482 2655 0.84/256/482 2395

35

0.82/281/475 2891 0.80/272/461 2577 0.78/265/451 2335

30

0.80/304/471 3051 0.76/286/446 2718 0.73/276/431 2460

250.72/302/434 3070 0.70/293/421 2815 0.69/288/415 2624

200.70/323/429 3322 0.65/301/402 2982 0.61/282/377 2677

100.57/319/367 3532 0.54/299/345 3193 0.50/279/322 2858

00.48/318/318 3814 0.45/301/301 3493 0.43/282/282 3161

Figure P10.(Sheet 3)

P27/PW

T.O. GR1F16CJ1CL2

Climb/Optimum Cruise

Drag Index = 79

DATA BASIS FLIGHT TESTENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 7162 LB + 5032 LB+ 2040 LB = 14,234 LB.
D 1400LB FUEL ALLOWANCE FOR GROUND OPERATION
AND MAX AB TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (ASSUME 30MIN GROUND TIME).
D TAKEOFF AND CLIMB TO MIL CLIMB AIRSPEED WITH MAXAB.
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
AT
1000
@
(MIN) (NM)
MACH/KIAS/KTAS FUEL FLOWLEVEL OFFFEET KIAS
(LB/HR)
(LB)
MACH
40

--- --- ---

---

---

---

35

411
0.84

6.2

50.3

11,9380.84/287/484

3518

30

411
0.80

4.2

32.9

12,1380.80/304/471

3550

25

411
0.75

3.0

22.5

12,2870.75/315/451

3670

20

411
0.70

2.1

15.0

12,4200.70/324/430

3771

10

0.60

0.9

5.3

12,6440.60/333/383

4075

0

0.51

0.0

0.0

12,8340.51/334/334

4412

OPTIMUM CRUISE
9000 LB REMAINING

5000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

40

---

---

---

---

---

---

35

0.84/285/482 3221 0.80/272/461 2757 0.77/262/446 246430

0.80/303/471 3321 0.75/283/442 2867 0.72/271/425 2582

250.71/299/430 3287 0.70/293/421 2987 0.68/283/409 2747

200.68/315/419 3484 0.64/293/391 3057 0.61/279/374 2787

100.58/319/367 3751 0.54/297/342 3323 0.50/279/322 2998

00.48/318/318 4035 0.45/296/296 3590 0.42/278/278 3253

Figure P10.(Sheet 4)P28/PWT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT SEA LEVELFUELREMAINON
AT SEA LEVELBOARD
TOTAL DIVERT-LB
RANGE-NM

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200

19

5.0K/0.45

20

16

104

400

37

15.0K/0.54

46

39

204

600

55

25.0K/0.69

78

62

275

800

73 0.42M

30.0K/0.71

113

72

306

1000

91

35.0K/0.76

151

85

338

1500

136

40.0K/0.82

250

99

376

2000

180

40.0K/0.83

349

99

376

IF YOU ARE AT 5000 FEETFUELREMAINON
AT 5000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-NM
-LB

200

26

5.0K/0.45

26

16

104

400

46

15.0K/0.54

52

39

204

600

66

30.0K/0.72

88

72

306

800

87 0.46M

35.0K/0.76

124

85

338

1000

107

35.0K/0.77

163

85

338

1500

157

40.0K/0.83

263

99

376

2000

207

40.0K/0.84

362

99

376

*START DESCENT AT 16 NM. 104 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 1)

P29/PW

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT 10,000 FEETREMAIN
FUEL
ON
AT 10,000
10 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200

32

10.0K/0.50

32

28

164

400

55

20.0K/0.60

60

49

239

600

78

30.0K/0.71

97

72

306

800

101 0.50M

35.0K/0.76

136

85

338

1000

123

35.0K/0.77

175

85

338

1500

180

40.0K/0.83

275

99

376

2000

236

40.0K/0.84

374

99

376

*START DESCENT AT 28 NM. 164 LB FUEL USED IN DESCENT.
IF YOU ARE AT 20,000 FEETREMAIN
FUEL
ON
AT 20,000
20 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400

72

25.0K/0.70

76

62

275

600

101

35.0K/0.76

114

85

338

800

130 0.61M

40.0K/0.82

155

99

376

1000

158

40.0K/0.82

196

99

376

1500

229

40.0K/0.83

298

99

376

2000

299

40.0K/0.84

397

99

376

*START DESCENT AT 49 NM. 239 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 2)P30/PWT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT 30,000 FEETFUELREMAINON
AT 30,000
30 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE

DESCEND

ALT/MACH

TOTAL
DIVERT
RANGE-NM











400

89

30.0K/0.71

89

72

306

600

125

40.0K/0.82

131

99

376

800

161 0.72M

40.0K/0.82

172

99

376

1000

196

40.0K/0.82

213

99

376

1500

284

40.0K/0.83

314

99

376

2000

371

40.0K/0.84

414

99

376

200

FROM
FUEL USEDOPT ALT IN DESCENT-LB-NM*START DESCENT AT 72 NM. 306 LB FUEL USED IN DESCENT.
IF YOU ARE AT 40,000 FEETFUELREMAIN
AT 40,000
40 000 FT
ON
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400

104

40.0K/0.82

104

99

376

600

146

40.0K/0.82

146

99

376

800

187 0.83M

40.0K/0.82

187

99

376

1000

228

40.0K/0.83

228

99

376

1500

330

40.0K/0.84

330

99

376

2000

429

40.0K/0.84

429

99

376

*START DESCENT AT 99 NM. 376 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 3)

P31/PW

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT SEA LEVELFUELREMAINAT SEA LEVELONBOARD
TOTAL LOITER-LB
TIME-MIN

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200









400

9

0.0K/0.31

9

0


0

600

13

5.0K/0.34

14

13

87

800

18 0.32M

20.0K/0.46

20

45

228

1000

22

30.0K/0.56

26

67

292

1500

32

35.0K/0.66

40

80

327

2000

42

35.0K/0.66

52

80

327

IF YOU ARE 5000 FEETREMAIN
FUEL
ON
AT 5000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-NM
-LB

200











400











600

15

10.0K/0.38

16

24

149

800

20 0.35M

25.0K/0.50

22

56

260

1000

24

35.0K/0.66

28

80

327

1500

35

35.0K/0.66

41

80

327

2000

45

35.0K/0.66

53

80

327

* START DESCENT AT 13 NM. 87 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 1)P32/PWT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT 10,000 FEETFUELREMAINAT 10,000
10 000 FT
ON
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

17

15.0K/0.42

17

35

193

800

22 0.38M

25.0K/0.50

23

56

260

1000

26

35.0K/0.66

29

80

327

1500

38

35.0K/0.66

42

80

327

2000

48

35.0K/0.66

54

80

327

* START DESCENT AT 25 NM. 150 LB FUEL USED IN DESCENT.
IF YOU ARE AT 20,000 FEETFUELREMAINON
AT 20,000
20 000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

20

25.0K/0.50

21

56

260

800

25 0.47M

35.0K/0.66

26

80

327

1000

30

35.0K/0.66

32

80

327

1500

42

35.0K/0.66

44

80

327

2000

53

35.0K/0.66

56

80

327

* START DESCENT AT 46 NM. 229 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 2)

P33/PW

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS FLIGHT TESTCONDITIONS:D MIL CLIMB AT 423 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT 30,000 FEETFUELREMAIN
AT 30,000
30 000 FT
ON
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

23

30.0K/0.56

23

67

292

800

28 0.57M

35.0K/0.66

29

80

327

1000

34

35.0K/0.66

34

80

327

1500

46

35.0K/0.66

46

80

327

2000

58

35.0K/0.66

58

80

327

* START DESCENT AT 67 NM. 292 LB FUEL USED IN DESCENT.
IF YOU ARE AT 40,000 FEETFUELREMAINON
AT 40,000
40 000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600











800

30 0.73M

40.0K/0.73

30

95

365

1000

35

40.0K/0.73

35

95

365

1500

47

40.0K/0.73

47

95

365

2000

58

40.0K/0.73

58

95

365

* START DESCENT AT 95 NM. 365 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 3)P34/PWT.O. GR1F16CJ1CL2Best Cruise Altitude for Short Range
MissionMaximum Range Descent
DATA BASIS FLIGHT TESTENGINE F100PW229

CONDITIONS:D STANDARD DAY
D NO WINDD MIL CLIMB AT SCHEDULED

D CRUISE AT CONSTANT ALTITUDE AT OPTIMUM MACH

D DESCEND AT IDLE WITH
SPEEDBRAKES CLOSEDKIAS OR CONSTANT
ALTITUDE OPTIMUM
CRUISE MACH NO.,
WHICHEVER IS LOWER

D DRAG INDEX/DESCENT

SPEED KIAS = 0/215,
50/220, AND  100/230

ST CL
GW*

TOT
MSN
RG**

BEST
CR
ALT

LB1000NM

FT1000

DI
0

DI
100

DI
200

20.0
20.0
20.0
20.0
20.0

50
100
150
200
250

14.4
30.1
40.1
41.8
41.9

400/46
669/88899/125
1099/134
1292/136

448/32733/62
993/861236/911471/91503/25
831/491140/68
1166/701321/71

24.0
24.0
24.0
24.0
24.0

50
100
150
200
250

15.6
29.5
34.4
36.5
37.8

414/45717/79966/931195/99
1423/105463/35803/621098/731378/77
1652/81528/28918/51
1276/60
1591/64
1895/66

28.0
28.0
28.0
28.0
28.0

50
100
150
200
250

16.8
27.2
32.5
35.0
35.7

431/43775/661054/77
1317/84
1566/86

488/36880/561220/67
1533/72
1842/74

561/301012/471416/57
1793/622159/63

32.0
32.0
32.0
32.0
32.0

50
100
150
200
250

15.4
24.9
30.1
32.9
34.0

462/36
839/541151/64
1447/701733/73

530/32
961/491346/60
1694/65
2042/67

609/281112/43
1564/52
1996/57
2402/59

TOTAL FUEL CONSUMED (LB)/DESCENTRANGE (NM)*CLIMB BEGINS AT SL.
**CLIMB/CRUISE/DESCENT.

Figure P13.(Sheet 1)

P35/PW

T.O. GR1F16CJ1CL2Best Cruise Altitude for Short Range
MissionMaximum Range Descent
DATA BASIS FLIGHT TESTENGINE F100PW229

CONDITIONS:D STANDARD DAY
D NO WINDD MIL CLIMB AT SCHEDULED

D CRUISE AT CONSTANT ALTITUDE AT OPTIMUM MACH

D DESCEND AT IDLE WITH
SPEEDBRAKES CLOSEDKIAS OR CONSTANT
ALTITUDE OPTIMUM
CRUISE MACH NO.,
WHICHEVER IS LOWER

D DRAG INDEX/DESCENT

SPEED KIAS = 0/215,
50/220, AND  100/230

ST CL
GW*

TOT
MSN
RG**

BEST
CR
ALT

LB1000NM

FT1000

DI
0

DI
100

DI
200

36.0
36.0
36.0
36.0
36.0

50
100
150
200
250

13.2
22.2
28.2
30.6
31.6

493/30906/441258/54
1584/59
1905/61573/261049/411475/52
1866/57
2257/59662/231218/37
1725/47
2203/512656/53

40.0
40.0
40.0
40.0
40.0

50
100
150
200
250

10.8
20.2
26.1
28.5
29.3

523/25975/381362/46
1731/502082/52

617/21
1139/35
1610/462050/492477/51714/191325/32
1884/41
2413/452916/47

44.0
44.0
44.0
44.0
44.0

50
100
150
200
250

7.6
18.6
24.2
26.1
27.1

548/201045/33
1470/40
1866/43
2257/44655/161232/311748/40
2231/43
2702/44765/141435/28
2047/362625/39
3186/41

48.0
48.0
48.0
48.0
48.0

50
100
150
200
250

5.4
16.2
21.0
23.9
25.3

571/171114/28
1573/34
2004/37
2430/39692/131325/26
1886/33
2412/37
2931/39812/11
1547/24
2209/30
2846/343457/36

TOTAL FUEL CONSUMED (LB)/DESCENTRANGE (NM)*CLIMB BEGINS AT SL.
**CLIMB/CRUISE/DESCENT.

Figure P13.(Sheet 2)P36/PWT.O. GR1F16CJ1CL2

Ambient Air Temperature

ALTITUDE STD TEMP
1000 FT
C
F
SL
5
10
15
20
25
30
35
40
45
50
55
60

15
5
-5
-15
-25
-35
-44
-54
-56
-56
-56
-56
-56

59
41
23
6
-12
-30
-48
-66
-70
-70
-70
-70
-70

F = (9/5 C) + 32
C = 5/9( F - 32 )1F-16X-1CL-1-0002X

Figure P14.

P37/PW/(P38/PW
blank)
Change 11P37/(P38
blank)/PW

T.O. GR1F16CJ1CL2

SECTION P/PW/CFTPERFORMANCE DATA
F100PW229 with Conformal Fuel Tanks

TABLE OF CONTENTS

Page

TAKEOFF FACTOR . . . . . . . . . . . . . . . . . . . . P2/PW/CFT
TAKEOFF SPEED AND DISTANCE . . . . . P4/PW/CFTACCELERATION CHECK SPEED . . . . . . . . P6/PW/CFTGROUND VEHICLE FRICTIONREADINGTORCRCONVERSION . . . . . . . . . . . . . . . . . . . . . P7/PW/CFTREFUSAL SPEED . . . . . . . . . . . . . . . . . . . . . P8/PW/CFTREFUSAL SPEED WITH
DRAG CHUTE . . . . . . . . . . . . . . . . . . . . P12/PW/CFTLANDING DENSITY FACTOR . . . . . . . . . P16/PW/CFTAPPROACH SPEEDS . . . . . . . . . . . . . . . . . P17/PW/CFTSHORT FIELD LANDINGDISTANCE . . . . . . . . . . . . . . . . . . . . . . . . P18/PW/CFTSHORT FIELD LANDINGDISTANCE SEC . . . . . . . . . . . . . . . . . P20/PW/CFTSHORT FIELD LANDING DISTANCE
WITH DRAG CHUTE . . . . . . . . . . . . . . P21/PW/CFTSHORT FIELD LANDING DISTANCE-
SEC WITH DRAG CHUTE . . . . . . . . . . P23/PW/CFT
CLIMB/OPTIMUM CRUISE . . . . . . . . . . . P25/PW/CFT
DIVERSION DECISION 
DIVERT . . . . . . . . . . . . . . . . . . . . . . . . . . P29/PW/CFT
DIVERSION DECISION 
LOITER . . . . . . . . . . . . . . . . . . . . . . . . . . . P32/PW/CFTBEST CRUISE ALTITUDE FOR SHORTRANGE MISSION MAXIMUMRANGE DESCENT . . . . . . . . . . . . . . . . . P35/PW/CFTAMBIENT AIR TEMPERATURE . . . . . . . . P37/PW/CFTP1/PW/CFTT.O. GR1F16CJ1CL2

Takeoff Factor
DATA BASIS FLT TESTENGINE F100-PW-229

GR1F-16CJ-1CL-1-2004X37

Figure P1.

P2/PW/CFT

T.O. GR1F16CJ1CL2
Takeoff Speed and Distance
DATA BASIS

ESTIMATEDCONFIGURATION:

ALL DRAG INDEXESCG = 35% MAC
ZERO ROLL TRIMNOTES:ENGINE F100-PW-229

CONDITIONS:ALL ALTITUDESALL TEMPERATURES
10 DEGREES PITCH ATTITUDE

Refer to sheet 2.

GR1F-16CJ-1CL-1-2005X37

Figure P2.(Sheet 1)(P3/PW/CFT blank)/P4/PW/CFT
P4Change
4T.O. GR1F16CJ1CL2

Takeoff Speed and Distance
DATA BASIS ESTIMATEDCONFIGURATION:
D ALL DRAG INDEXES
D CG=35% MAC
D ZERO ROLL TRIM

ENGINEF100PW229

CONDITIONS:D ALL ALTITUDES
D ALL TEMPERATURES
D 10 DEGREES PITCH ATTITUDENOTES:D ROTATE AT 10 KIAS (NONAB) OR 15 KIAS (AB) LESS THAN
TAKEOFF SPEED.
D COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
D INCREASE TAKEOFF SPEED 8% AND DISTANCE 18% FOR
AN 8_ PITCH ATTITUDE ROTATION.
D INCREASE/DECREASE TAKEOFF SPEED 0.8 KIAS FOR EACH
1% FORWARD/AFT OF 35% MAC.
D INCREASE/DECREASE DISTANCE 1% FOR EACH 1% FORWARD/AFT OF 35% MAC.
D INCREASE DISTANCE 2% PER 100 DRAG INDEX.
D INCREASE DISTANCE 4% PER 1% UPSLOPE.
D DECREASE DISTANCE 3.5% PER 1% DOWNSLOPE.
D INCREASE DISTANCE 11% PER 10 KTS TAILWIND.
D DECREASE DISTANCE 10% PER 10 KTS HEADWIND.
D FOR TAKEOFF SPEED CORRECTION WITH ROLL TRIM OTHER THAN ZERO, REFER TO TAKEOFF ROLL TRIM WITH
ASYMMETRIC STORES, FIGURE N1, PAGE N8.

Figure P2.(Sheet 2)

P5/PW/CFTT.O. GR1F16CJ1CL2

Acceleration Check Speed
DATA BASIS ESTIMATEDENGINE F100-PW-229

NOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE SPEED 1% PER 100 DRAG INDEX.
INCREASE SPEED 7.6 KIAS PER 10 KTS HEADWIND.
DECREASE SPEED 7.7 KIAS PER 10 KTS TAILWIND.
INCREASE SPEED 3.6% PER 1% DOWNHILL SLOPE.
DECREASE SPEED 3.8% PER 1% UPHILL SLOPE.

140

120

100

80

KIAS

160

ACCELERATION CHECK SPEED

BASELINE

180

60

6

5

4

3

2

TAKEOFF FACTOR

40
1 50 45 40 35 30 25 20
GW1000 POUNDSGR1F-16CJ-1CL-1-2006X37

Figure P3.

P6/PW/CFT

T.O. GR1F16CJ1CL2

Ground Vehicle Friction Reading To RCR
Conversion
NOTES:IN MANY AREAS, GROUND VEHICLE FRICTION READING
IS THE ONLY AVAILABLE MEASURE FOR RUNWAY
BRAKING ACTION.
NORMALLY THE GROUND VEHICLE FRICTION READING,ALSO REFERRED TO AS BRAKING ACTION COEFFICIENT,
IS GIVEN AS WHOLE NUMBERS, NOT AS DECIMALS(I.E., 40 INSTEAD OF 0.40).

0.80

26
24

0.60

22
20

GOOD

18
0.50

16
14

0.40
12
0.30

10
8

0.20

0.10

MEDIUM TO GOOD
MEDIUM
MEDIUM TO POOR

RCR/BRAKING ACTION LEVELGROUND VEHICLE FRICTION READING

0.70

6
4

POOR

2
0

0
1F-16X-1CL-1-0005X

Figure P4.

P7/PW/CFTT.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGDRY CONCRETE (RCR = 23)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 16 (DRY) DECREASE NON-AB/AB REFUSAL SPEED
BY 4/5 KIAS.
INCREASE/DECREASE REFUSAL SPEED 1.1%/0.9% WITH
NON-AB AND 0.7%/0.7% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 5/5 KIAS WITH NON-AB
AND 6/6 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0.5/1.0 KIAS WITH
NON-AB AND 1.5/2.0 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2008X37

Figure P5.(Sheet 1)

P8/PW/CFT

T.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGWET CONCRETE (RCR = 18)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 12 (WET) DECREASE NON-AB/AB REFUSAL SPEED
BY 9/10 KIAS.
INCREASE/DECREASE REFUSAL SPEED 0.6%/0.4% WITH
NON-AB AND 0.2%/0.2% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON-AB
AND 7/8 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.5/4.5 KIAS WITH
NON-AB AND 4.0/5.5 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2009X37

Figure P5.(Sheet 2)

P9/PW/CFTT.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKINGSNOW (RCR = 8)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
INCREASE/DECREASE REFUSAL SPEED 0.6%/0.5% WITH
NON-AB AND 0.1%/0.2% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/6.5 KIAS WITH NON-AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.5/4.5 KIAS WITH
NON-AB AND 4/6 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2010X37

Figure P5.(Sheet 3)P10/PW/CFT

T.O. GR1F16CJ1CL2

Refusal Speed
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
GW = 32,000 LB

NOTES:ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AT
REFUSAL SPEEDMAX EFFORT BRAKING
ICY (RCR = 4)

COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
DECREASE/INCREASE REFUSAL SPEED 0.0%/0.2% WITH
NON-AB AND 0.7%/0.2% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/6.5 KIAS WITH NON-AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.5/4.5 KIAS WITH
NON-AB AND 4/6 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2011X37

Figure P5.(Sheet 4)

P11/PW/CFTT.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGDRY CONCRETE (RCR = 23)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 16 (DRY) DECREASE NONAB/AB DRY RUNWAY
REFUSAL SPEED BY 2.5/3.5 KIAS.
INCREASE/DECREASE REFUSAL SPEED 1.8%/1.1% WITH
NON-AB AND 1.7%/1.1% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/6 KIAS WITH NONAB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
DECREASE/INCREASE REFUSAL SPEED 1/0.5 KIAS WITH
NON-AB AND INCREASE/DECREASE REFUSAL SPEED 0.5/0.5
KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2012X37

Figure P6. (Sheet 1)P12/PW/CFT

T.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGWET CONCRETE (RCR = 18)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 12 (WET) DECREASE NONAB/AB WET RUNWAY
REFUSAL SPEED BY 6/8.5 KIAS.
INCREASE/DECREASE REFUSAL SPEED 2.1%/1.1% WITH
NON-AB AND 2.1%/1.0% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 7/8 KIAS WITH NONAB
AND 8/9 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0/0.5 KIAS WITH
NON-AB AND 1.5/2 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2013X37

Figure P6.(Sheet 2)

P13/PW/CFTT.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKINGSNOW (RCR = 8)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
INCREASE/DECREASE REFUSAL SPEED 2.1%/1.1% WITH
NON-AB AND 2.0%/1.0% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 7/8 KIAS WITH NONAB
AND 9/10 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0.5/1.5 KIAS WITH
NON-AB AND 2.0/3.5 KIAS WITH AB PER 1% UPSLOPE/DOWNSLOPE.

GR1F-16CJ-1CL-1-2014X37

Figure P6.(Sheet 3)

P14/PW/CFT

T.O. GR1F16CJ1CL2

Refusal Speed With Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYED
GW = 32,000 LB

ENGINE F100-PW-229

CONDITIONS:IDLE SELECTED AND
DRAG CHUTE DEPLOYEDAT REFUSAL SPEEDMAX EFFORT BRAKING
ICY (RCR = 4)

NOTES:COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
DECREASE/INCREASE REFUSAL SPEED 2.2%/1.1% WITH
NON-AB AND 2.0%/1.0% WITH AB PER 1000 LB LESS/ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 10/12 KIAS WITH NONAB
AND 12/14 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.5/8.5 KIAS WITH
NON-AB AND 5/11 KIAS WITH AB PER 1% UPSLOPEDOWNSLOPE.

GR1F-16CJ-1CL-1-2015X37

Figure P6.(Sheet 4)

P15/PW/CFTT.O. GR1F16CJ1CL2

Landing Density Factor

1F-16X-1CL-1-0001X

Figure P7.

P16/PW/CFT

T.O. GR1F16CJ1CL2

Approach Speeds
DATA BASIS ESTIMATEDCONFIGURATION:

ENGINE F100PW229

CONDITIONS

D ALL DRAG INDEXES

D ALL TEMPERATURES
D ALL ALTITUDES
D 13 DEGREES AOA(INDEXER ON SPEED)NOTE:ACTUAL APPROACH AIRSPEED AT 11/13 DEGREES AOA MAY DIFFER BY +/5 KNOTS DUE TO VARIATIONS IN AIRCRAFT CG.

GROSS WEIGHT (LB)

AIRSPEED (KIAS)

19,00020,00021,00022,00023,00024,00025,00026,00027,00028,00029,00030,00031,00032,00033,00034,00035,00036,00037,00038,00039,00040,00041,00042,00043,00044,00045,00046,00047,00048,00049,00050,00051,00052,000

132
136
139
142
146
149
152
155
158
161
164
166
169
172
174
177
180
182
185
187
190
192
195
197
199
201
204
206
208
210
213
215
217
219
NOTE: Add 8 KIAS for an
11° AOA approach

Figure P8.

P17/PW/CFTT.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2017X37

Figure P9.(Sheet 1)

P18/PW/CFT

T.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2018X37

Figure P9.(Sheet 2)

P19/PW/CFTT.O. GR1F16CJ1CL2

Short Field Landing Distance
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES
OPEN

SEC

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKINGNOTES:COMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2019X37

Figure P9.(Sheet 3)P20/PW/CFT

T.O. GR1F16CJ1CL2

Short Field Landing Distance With Drag
Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2021X37

Figure P9.(Sheet 4)

P21/PW/CFTT.O. GR1F16CJ1CL2

Short Field Landing Distance With Drag
Chute
DATA BASIS ESTIMATEDCONFIGURATION:
ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2022X37

Figure P9.(Sheet 5)P22/PW/CFT

T.O. GR1F16CJ1CL2

Short Field Landing Distance
Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:SEC With

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2023X37

Figure P9.(Sheet 6)

P23/PW/CFTT.O. GR1F16CJ1CL2

Short Field Landing Distance
Drag Chute
DATA BASIS ESTIMATEDCONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKESOPEN
DRAG CHUTE
DEPLOYEDBELOW 170 KNOTSNOTES:SEC With

ENGINE F100-PW-229

CONDITIONS:TOUCHDOWN AT 13
DEGREES AOAZERO WIND AND
SLOPE
IDLE
MAX EFFORT BRAKINGCOMPUTE % INCREASE/DECREASE CHANGESINDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

GR1F-16CJ-1CL-1-2024X37

Figure P9.(Sheet 7)P24/PW/CFT

T.O. GR1F16CJ1CL2

Climb/Optimum Cruise
DATA BASIS ESTIMATED

Drag Index = 0

ENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 10,172 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED(ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
1000
@
(MIN) (NM)AT
MACH/KIAS/KTAS FUEL FLOWFEET KIASLEVEL OFF
(LB/HR)
MACH
(LB)
45

--- --- ---

---

---

---

40

445
0.83

7.1

52.7

8613

0.83/252/474

2479

35

445
0.84

3.8

31.4

8785

0.84/288/485

2697

30

445
0.80

2.8

22.3

8891

0.80/304/471

2776

25

445
0.76

2.1

16.0

8981

0.76/321/460

2967

20

445
0.70

1.5

10.7

9077

0.70/324/430

3068

10

0.60

0.7

4.1

9221

0.60/333/383

3417

0

0.51

0.0

0.0

9372

0.51/335/335

3756

OPTIMUM CRUISE
7000 LB REMAINING

5000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

45

---

---

---

---

---

---

40

0.87/268/501 2691 0.87/268/502 2488 0.84/256/482 2148

35

0.84/286/483 2561 0.81/276/468 2352 0.80/272/461 2136

30

0.80/304/471 2665 0.80/304/471 2555 0.76/289/450 2309

25

0.75/315/452 2811 0.73/307/440 2655 0.70/293/421 2418

200.70/324/430 2980 0.70/323/429 2897 0.66/302/403 2609

100.60/333/383 3330 0.58/322/370 3143 0.54/299/345 2821

00.50/330/330 3616 0.48/321/321 3439 0.45/300/300 3115

Figure P10.(Sheet 1)

P25/PW/CFTT.O. GR1F16CJ1CL2

Climb/Optimum Cruise

Drag Index = 22

DATA BASIS FLIGHT ESTIMATED
F100PW229
FUEL

ENGINEJP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 10,172 LB + 2040 LB=
12,212 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
AT
1000
@
(MIN) (NM)
MACH/KIAS/KTAS FUEL FLOWLEVEL OFFFEET KIAS
(LB/HR)
(LB)
MACH
45

--- --- ---

---

---

---

40

441
0.87

8.0

67.5

10,4540.87/268/501

3331

35

441
0.85

4.6

38.2

10,7120.85/291/490

3078

30

441
0.80

3.3

26.4

10,8500.80/304/472

3082

25

441
0.77

2.4

18.9

10,956

0.77/325/465

3295

20

441
0.70

1.7

12.4

11,0720.70/324/430

3319

10

0.60

0.8

4.7

11,2420.60/333/383

3667

0

0.52

0.0

0.0

11,412

0.52/343/343

4099

OPTIMUM CRUISE
7000 LB REMAINING

5000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

45

---

---

---

---

---

---

40

0.85/259/488 2797 0.85/259/487 2597 0.84/256/482 2298

35

0.83/283/479 2704 0.80/272/461 2468 0.80/272/461 227730

0.80/304/471 2838 0.79/301/467 2704 0.75/283/442 2399

250.74/311/446 2951 0.72/300/432 2754 0.70/293/421 2545

200.70/323/430 3133 0.69/317/421 2991 0.64/297/396 2694

100.59/329/378 3446 0.57/315/362 3227 0.53/294/338 2899

00.49/326/326 3731 0.48/314/314 3517 0.45/295/295 3192

Figure P10.(Sheet 2)P26/PW/CFT

T.O. GR1F16CJ1CL2

Climb/Optimum Cruise

Drag Index = 53

DATA BASIS ESTIMATEDENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 10,172 LB + 5032 LB=
15,204 LB.
D 800LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (ASSUME 30MIN GROUND TIME).
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
1000
@
(MIN) (NM)AT
MACH/KIAS/KTAS FUEL FLOWFEET KIASLEVEL OFF
(LB/HR)
(LB)
MACH
40

--- --- ---

---

---

---

35

434
0.85

6.2

51.4

13,5000.85/291/490

3606

30

434
0.82

4.2

33.6

13,7000.82/311/481

3621

25

434
0.78

3.0

23.4

13,8450.78/329/471

3777

20

434
0.71

2.1

15.2

13,991

0.71/327/434

3754

10

0.60

0.9

5.5

14,206

0.60/335/384

4034

0

0.53

0.0

0.0

14,4040.53/350/350

4552

OPTIMUM CRUISE
10,000 LB REMAINING 7000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

40

---

---

---

---

---

---

35

0.84/287/484 3215 0.83/282/476 2904 0.80/272/461 2453

30

0.80/304/471 3256 0.80/303/471 3059 0.74/281/439 2568

25

0.75/315/452 3378 0.72/302/434 3079 0.70/292/421 2720

200.70/324/430 3494 0.70/323/429 3335 0.63/288/384 2777

100.60/333/383 3826 0.57/318/365 3529 0.51/285/328 2970

00.50/330/330 4109 0.48/316/316 3809 0.43/287/287 3272

Figure P10.(Sheet 3)

P27/PW/CFTT.O. GR1F16CJ1CL2

Climb/Optimum Cruise

Drag Index = 79

DATA BASIS ESTIMATEDENGINE F100PW229
FUEL
JP8

NOTES:D STD DAY/FULLY SERVICED FUEL = 10,172 LB + 5032 LB+ 2040 LB = 17,244 LB.
D 1400LB FUEL ALLOWANCE FOR GROUND OPERATION
AND MAX AB TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (ASSUME 30MIN GROUND TIME).
D TAKEOFF AND CLIMB TO MIL CLIMB AIRSPEED WITH MAXAB.
D CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.
MIL CLIMBOPTIMUM CRUISE
AT LEVEL OFF

ALT CLIMB TIME DIST FUEL REMAINING
TOTAL
AT
1000
@
(MIN) (NM)
MACH/KIAS/KTAS FUEL FLOWLEVEL OFFFEET KIAS
(LB/HR)
(LB)
MACH
40

--- --- ---

---

---

---

35

421
0.85

8.2

67.0

14,7180.85/291/490

4026

30

421
0.82

5.0

40.0

15,0140.82/313/484

3996

25

421
0.78

3.5

27.2

15,1980.78/329/470

4112

20

421
0.70

2.4

17.4

15,3710.70/326/433

4050

10

0.60

1.0

6.1

15,626

0.60/334/383

4297

0

0.53

0.0

0.0

15,8440.53/354/354

4868

OPTIMUM CRUISE
12,000 LB REMAINING 7000 LB REMAINING

2000 LB REMAINING

ALT MACH/KIAS/
1000
KTAS
FEET

TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
FUEL
KTAS
FUEL
KTAS
FUEL
FLOW
FLOW
FLOW
(LB/HR)(LB/HR)(LB/HR)

40

---

---

---

---

---

---

35

0.85/291/490 3695 0.83/282/476 3105 0.79/268/455 2591

30

0.80/304/472 3636 0.78/297/462 3203 0.73/276/432 2694

25

0.75/315/452 3735 0.71/296/427 3208 0.69/288/416 2856

200.70/324/430 3818 0.67/309/411 3383 0.62/285/381 2893

100.60/333/383 4105 0.57/314/361 3653 0.52/285/329 3118

00.51/336/336 4453 0.47/313/313 3939 0.43/284/284 3371

Figure P10.(Sheet 4)P28/PW/CFT

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT SEA LEVELFUELREMAINON
AT SEA LEVELBOARD
TOTAL DIVERT-LB
RANGE-NM

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200

19

5.0K/0.46

20

16

102

400

37

15.0K/0.55

45

38

200

600

55

25.0K/0.68

77

60

267

800

72 0.43M

30.0K/0.73

110

71

298

1000

90

35.0K/0.78

146

83

330

1500

134

40.0K/0.84

241

97

367

2000

178

40.0K/0.84

337

97

367

IF YOU ARE AT 5000 FEETFUELREMAINON
AT 5000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-NM
-LB

200

26

5.0K/0.46

26

16

102

400

46

15.0K/0.55

51

38

200

600

66

30.0K/0.72

86

71

298

800

85 0.47M

35.0K/0.78

121

83

330

1000

105

35.0K/0.78

158

83

330

1500

155

40.0K/0.84

254

97

367

2000

204

40.0K/0.84

350

97

367

*START DESCENT AT 16 NM. 102 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 1)

P29/PW/CFTT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT 10,000 FEETREMAIN
FUEL
ON
AT 10,000
10 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200

32

10.0K/0.50

32

27

159

400

54

20.0K/0.61

59

48

233

600

77

30.0K/0.73

95

71

298

800

99 0.51M

35.0K/0.78

133

83

330

1000

121

35.0K/0.79

170

83

330

1500

177

40.0K/0.84

267

97

367

2000

232

40.0K/0.84

363

97

367

*START DESCENT AT 27 NM. 159 LB FUEL USED IN DESCENT.
IF YOU ARE AT 20,000 FEETREMAIN
FUEL
ON
AT 20,000
20 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400

72

25.0K/0.68

75

60

267

600

100

35.0K/0.78

112

83

330

800

128 0.62M

40.0K/0.84

152

97

367

1000

156

40.0K/0.84

191

97

367

1500

225

40.0K/0.84

289

97

367

2000

294

40.0K/0.84

385

97

367

*START DESCENT AT 48 NM. 233 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 2)P30/PW/CFT

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

DivertENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
D 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
D SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDESCRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT 30,000 FEETFUELREMAINON
AT 30,000
30 000 FT
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE

DESCEND

ALT/MACH

TOTAL
DIVERT
RANGE-NM











400

89

35.0K/0.77

89

83

330

600

124

40.0K/0.84

129

97

367

800

158 0.74M

40.0K/0.84

168

97

367

1000

193

40.0K/0.84

208

97

367

1500

279

40.0K/0.84

306

97

367

2000

363

40.0K/0.84

402

97

367

200

FROM
FUEL USEDOPT ALT IN DESCENT-LB-NM*START DESCENT AT 71 NM. 298 LB FUEL USED IN DESCENT.
IF YOU ARE AT 40,000 FEETFUELREMAIN
AT 40,000
40 000 FT
ON
BOARD
TOTAL DIVERT-LB
RANGE-NM*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
DIVERT
RANGE-NM

DESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400

104

40.0K/0.83

104

97

367

600

144

40.0K/0.84

144

97

367

800

184 0.84M

40.0K/0.84

184

97

367

1000

224

40.0K/0.84

224

97

367

1500

321

40.0K/0.84

321

97

367

2000

417

40.0K/0.84

417

97

367

*START DESCENT AT 97 NM. 367 LB FUEL USED IN DESCENT.

Figure P11.(Sheet 3)

P31/PW/CFTT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT SEA LEVELFUELREMAINAT SEA LEVELONBOARD
TOTAL LOITER-LB
TIME-MIN

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200









400

9

0.0K/0.32

9

0


0

600

13

5.0K/0.35

13

12

84

800

17 0.32M

20.0K/0.47

19

44

222

1000

21

30.0K/0.55

25

65

285

1500

31

35.0K/0.67

38

79

320

2000

41

35.0K/0.67

49

79

320

IF YOU ARE 5000 FEETREMAIN
FUEL
ON
AT 5000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-NM
-LB

200











400











600

15

10.0K/0.39

15

24

145

800

19 0.36M

20.0K/0.47

21

44

222

1000

23

35.0K/0.67

27

79

320

1500

34

35.0K/0.67

39

79

320

2000

44

35.0K/0.67

51

79

320

* START DESCENT AT 12 NM. 84 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 1)P32/PW/CFT

T.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT 10,000 FEETFUELREMAINAT 10,000
10 000 FT
ON
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

17

15.0K/0.43

17

34

188

800

21 0.39M

25.0K/0.51

23

54

253

1000

25

35.0K/0.67

28

79

320

1500

36

35.0K/0.67

40

79

320

2000

47

35.0K/0.67

52

79

320

* START DESCENT AT 24 NM. 145 LB FUEL USED IN DESCENT.
IF YOU ARE AT 20,000 FEETFUELREMAINON
AT 20,000
20 000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

20

20.0K/0.47

20

44

222

800

24 0.48M

30.0K/0.55

25

65

285

1000

29

35.0K/0.67

31

79

320

1500

40

35.0K/0.67

42

79

320

2000

51

35.0K/0.67

54

79

320

* START DESCENT AT 44 NM. 222 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 2)

P33/PW/CFTT.O. GR1F16CJ1CL2

Diversion Decision
DATA BASIS ESTIMATED

CONDITIONS:D MIL CLIMB AT 433 KIAS OR
OPTIMUM ALTITUDE MACH
NO., WHICHEVER IS LESSD DESCEND AT IDLE,
221 KIAS
D STANDARD DAY

LoiterENGINE F100PW229

D NO FUEL RESERVED ZERO WIND
D ALL DESCENTS ARETO SEA LEVELD DRAG INDEX = 55

NOTES:
D LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM
HOLDING PATTERN WITH 30DEGREE BANK TURNS.
D ADD 0.5 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINATION ELEVATION.
D SUBTRACT 2.3 NM FROM DESCENT DISTANCE FOR EACH
1000 FT OF DESTINATION ELEVATION.
D TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE INCLUDES CLIMB, LOITER, AND DESCENT.
IF YOU ARE AT 30,000 FEETFUELREMAIN
AT 30,000
30 000 FT
ON
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600

23

30.0K/0.55

23

65

285

800

27 0.55M

35.0K/0.67

28

79

320

1000

32

35.0K/0.67

33

79

320

1500

44

35.0K/0.67

44

79

320

2000

55

35.0K/0.67

55

79

320

* START DESCENT AT 65 NM. 285 LB FUEL USED IN DESCENT.
IF YOU ARE AT 40,000 FEETFUELREMAINON
AT 40,000
40 000 FT
BOARD
TOTAL LOITER-LB
TIME-MIN*

CLIMB TO OPT ALTITUDE
ALT/MACH

TOTAL
TIME-MINDESCENDFROMFUEL USEDOPT ALT IN DESCENT
-LB
-NM

200











400











600











800

29 0.75M

40.0K/0.75

29

93

356

1000

34

40.0K/0.75

34

93

356

1500

45

40.0K/0.75

45

93

356

2000

55

40.0K/0.75

55

93

356

* START DESCENT AT 93 NM. 356 LB FUEL USED IN DESCENT.

Figure P12.(Sheet 3)P34/PW/CFT

T.O. GR1F16CJ1CL2Best Cruise Altitude for Short Range
MissionMaximum Range Descent
DATA BASIS ESTIMATEDENGINE F100PW229

CONDITIONS:D STANDARD DAY
D NO WINDD MIL CLIMB AT SCHEDULED

D CRUISE AT CONSTANT ALTITUDE AT OPTIMUM MACH

D DESCEND AT IDLE WITH
SPEEDBRAKES CLOSEDKIAS OR CONSTANT
ALTITUDE OPTIMUM
CRUISE MACH NO.,
WHICHEVER IS LOWER

D DRAG INDEX/DESCENT

SPEED KIAS = 0/215,
50/220, AND  100/230

ST CL
GW*

TOT
MSN
RG**

BEST
CR
ALT

LB1000NM

FT1000

DI
0

DI
100

DI
200

20.0
20.0
20.0
20.0
20.0

50
100
150
200
250

14.6
30.3
35.9
41.6
41.8

401/46670/87895/108
1101/1321295/134

449/32731/62
987/74
1237/891473/90504/25
828/491131/59
1444/701721/70

24.0
24.0
24.0
24.0
24.0

50
100
150
200
250

15.7
29.4
34.6
36.3
36.7

414/45719/78969/93
1199/98
1426/100465/35802/611097/731380/76
1656/77529/28917/501277/60
1600/63
1925/64

28.0
28.0
28.0
28.0
28.0

50
100
150
200
250

16.8
27.1
32.2
35.0
35.6

432/43776/661056/771320/84
1570/86489/36878/551220/66
1535/72
1845/73559/301011/47
1418/56
1801/61
2167/63

32.0
32.0
32.0
32.0
32.0

50
100
150
200
250

15.8
24.8
30.0
32.7
34.0

463/38839/551152/65
1449/711736/74

526/32
958/491345/59
1695/642045/67

605/281110/43
1566/52
2002/57
2409/59

TOTAL FUEL CONSUMED (LB)/DESCENTRANGE (NM)*CLIMB BEGINS AT SL.
**CLIMB/CRUISE/DESCENT.

Figure P13.(Sheet 1)

P35/PW/CFTT.O. GR1F16CJ1CL2Best Cruise Altitude for Short Range
MissionMaximum Range Descent
DATA BASIS ESTIMATEDENGINE F100PW229

CONDITIONS:D STANDARD DAY
D NO WINDD MIL CLIMB AT SCHEDULED

D CRUISE AT CONSTANT ALTITUDE AT OPTIMUM MACH

D DESCEND AT IDLE WITH
SPEEDBRAKES CLOSEDKIAS OR CONSTANT
ALTITUDE OPTIMUM
CRUISE MACH NO.,
WHICHEVER IS LOWER

D DRAG INDEX/DESCENT

SPEED KIAS = 0/215,
50/220, AND  100/230

ST CL
GW*

TOT
MSN
RG**

BEST
CR
ALT

LB1000NM

FT1000

DI
0

DI
100

DI
200

36.0
36.0
36.0
36.0
36.0

50
100
150
200
250

13.7
21.9
28.3
30.5
31.5

493/32905/451258/56
1585/61
1907/63567/281043/41
1471/53
1864/57
2257/59655/24
1213/37
1724/47
2205/51
2660/53

40.0
40.0
40.0
40.0
40.0

50
100
150
200
250

11.7
20.3
26.0
28.4
29.2

523/27973/391360/48
1731/52
2084/54609/231130/37
1602/472045/512474/52704/211316/33
1878/422410/462916/47

44.0
44.0
44.0
44.0
44.0

50
100
150
200
250

8.4
18.9
24.1
26.0
27.1

550/211043/34
1468/42
1866/452259/46652/171221/32
1737/41
2223/442696/46754/161422/302037/37
2617/413182/42

48.0
48.0
48.0
48.0
48.0

50
100
150
200
250

6.3
16.6
21.4
23.8
25.4

572/181113/30
1575/36
2005/39
2433/40687/141312/28
1875/35
2402/392925/41802/12
1533/25
2197/322835/35
3454/38

52.0
52.0
52.0
52.0
52.0

50
100
150
200
250

4.4
14.2
19.8
22.3
23.3

595/151182/25
1677/322145/34
2605/35

722/111402/23
2010/312583/34
3154/36

847/101643/222356/283056/31

TOTAL FUEL CONSUMED (LB)/DESCENTRANGE (NM)*CLIMB BEGINS AT SL.
**CLIMB/CRUISE/DESCENT.

Figure P13.(Sheet 2)P36/PW/CFT

T.O. GR1F16CJ1CL2

Ambient Air Temperature

ALTITUDE STD TEMP
1000 FT
C
F
SL
5
10
15
20
25
30
35
40
45
50
55
60

15
5
-5
-15
-25
-35
-44
-54
-56
-56
-56
-56
-56

59
41
23
6
-12
-30
-48
-66
-70
-70
-70
-70
-70

F = (9/5 C) + 32
C = 5/9( F - 32 )1F-16X-1CL-1-0002X

Figure P14.

blank)
ChangeP37/PW/CFT/(P38/PW/CFT
11P37/(P38 blank)/PW/CFTT.O. GR1F16CJ1CL2

SECTION EP
EMERGENCY PROCEDURES
INDEX
Page

GROUND EMERGENCIESACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . .
ANTISKID MALFUNCTION (GROUND) . . .
BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE AUTOACCELERATION(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . .
FIRE/OVERHEAT/FUEL LEAK(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . .
GROUND EGRESS . . . . . . . . . . . . . . . . . . . . . .
HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . .
HOT START (GROUND) . . . . . . . . . . . . . . . . .
HUNG START/NO START . . . . . . . . . . . . . . . .
HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . .
MAIN AND STANDBY GENERATORFAILURE (GROUND) . . . . . . . . . . . . . . . . . .
NLG WOW SWITCH FAILURE . . . . . . . . . . . .
NWS FAILURE/HARDOVER . . . . . . . . . . . . . .

F13
F9
F7
C7
C9
F7
F31
C5
C7
F13
A5
F31
F15

TAKEOFF EMERGENCIESABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AB MALFUNCTION ON TAKEOFF . . . . . . . .
BLOWN TIRE ON TAKEOFF . . . . . . . . . . . . . .
ENGINE FAILURE ON TAKEOFF . . . . . . . . .
ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . .
LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . .
LG HANDLE WILL NOT RAISE . . . . . . . . . . .
LOW THRUST ON TAKEOFF OR AT
LOW ALTITUDE (NONAB) . . . . . . . . . . . .

F5
C13
E7
C11
C15
E7
E5
C13

INFLIGHT EMERGENCIES
C23
F13
A9
B9
C31
B5
B17
B7

EP1

EP1

INDEX

ABNORMAL ENGINE RESPONSE . . . . . . . .
ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . .
AIRCRAFT BATTERY FAILURE . . . . . . . . . . . .
AIR DATA MALFUNCTIONS . . . . . . . . . . . . . .
AIRSTART PROCEDURES . . . . . . . . . . . . . . . .
AOA MALFUNCTION . . . . . . . . . . . . . . . . . . . .
AUTOPILOT MALFUNCTIONS . . . . . . . . . . .
CADC MALFUNCTION . . . . . . . . . . . . . . . . . . .

EP

T.O. GR1F16CJ1CL2
Page

INDEX

CANOPY MALFUNCTIONS . . . . . . . . . . . . . .
CANOPY LOSS/PENETRATION IN
FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CANOPY WARNING LIGHT ON . . . . . . .
FAILURE OF CANOPY TO SEPARATE . . .
CAUTION LIGHT (INDEX) . . . . . . . . . . . . . . .
COCKPIT PRESSURE/TEMPERATURE
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . .
DBU ON WARNING LIGHT . . . . . . . . . . . . . .
DRAG CHUTE DEPLOYED IN FLIGHT . . . . .
DUAL HYDRAULIC FAILURE . . . . . . . . . . . . .
EGI FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . .
EJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EJECTION (IMMEDIATE) . . . . . . . . . . . . . .
EJECTION (TIME PERMITTING) . . . . . . . .
FAILURE OF CANOPY TO SEPARATE . . .
ELECTRICAL SYSTEM FAILURES . . . . . . . . . .
EMERGENCY JETTISON . . . . . . . . . . . . . . . . .
EMERGENCY POWER DISTRIBUTION . . . .
ENGINE FAULT CAUTION LIGHT . . . . . . . .
ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MALFUNCTIONS . . . . . . . . . . . . . . .
ENGINE STALL RECOVERY . . . . . . . . . . . . . . .
ENGINE VIBRATIONS . . . . . . . . . . . . . . . . . .
EPU MALFUNCTIONS . . . . . . . . . . . . . . . . . . .
ABNORMAL EPU OPERATION . . . . . . . . .
UNCOMMANDED EPU OPERATION . . .
EQUIP HOT CAUTION LIGHT . . . . . . . . . . . .
FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . .
FLCS DUAL ELECTRONIC FAILURE . . . . . . .
FLCS PMG FAILURE . . . . . . . . . . . . . . . . . . . . .
FLCS RLY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . .
FLCS SINGLE ELECTRONIC FAILURE . . . . .
FLCS TEMPERATURE MALFUNCTION . . . . .
FLIGHT CONTROL FAILURES . . . . . . . . . . . .
FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . .
FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL MALFUNCTIONS . . . . . . . . . . . . . . . . . .
GRAVITY FEED . . . . . . . . . . . . . . . . . . . . . . . . . .
HOOK LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . .
HOT FUEL/OIL OR GRAVITY FEED . . . . . . .
HYDRAULIC MALFUNCTIONS . . . . . . . . . . .
HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . .

EPEP2

EP2

F25
F25
F25
F25
EP5
F21
B7
F15
D17
F29
F23
F23
F23
F23
TAB A
F27
A19
C29
C15
TAB C
C21
C19
A17
A17
A17
F17
C33
B15
A9
A11
B15
B13
TAB B
D5
D11
D7
TAB D
D13
F35
D13
TAB D
F13

T.O. GR1F16CJ1CL2Page
EGI FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . .
JETTISON (SELECTIVE & EMERGENCY) . . .
LANDING GEAR MALFUNCTIONS . . . . . . .
LEF MALFUNCTION(ASYMMETRIC) . . . . . . . . . . . . . . . . . . . . . . .
(SYMMETRIC) . . . . . . . . . . . . . . . . . . . . . . . . .
LOW ALTITUDE ENGINE FAILURE OR
FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN AND STANDBY GENERATORFAILURE (IN FLIGHT) . . . . . . . . . . . . . . . . .
MAIN, STANDBY, AND EPU
GENERATOR FAILURE . . . . . . . . . . . . . . . .
MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . .
NOZZLE FAILURE . . . . . . . . . . . . . . . . . . . . . .
OBOGS MALFUNCTION . . . . . . . . . . . . . . . .
OIL SYSTEM MALFUNCTION . . . . . . . . . . . .
OUTOFCONTROL RECOVERY . . . . . . . . . .
OVERHEAT CAUTION LIGHT . . . . . . . . . . . .
PARTIAL ELECTRICAL POWER LOSS . . . . . .
PBG MALFUNCTION . . . . . . . . . . . . . . . . . . . .
PILOT FAULT LIST - ENGINE . . . . . . . . . . .
PILOT FAULT LIST - FLCS . . . . . . . . . . . . . . .
PTO SHAFT FAILURE . . . . . . . . . . . . . . . . . . . .
SEC CAUTION LIGHT . . . . . . . . . . . . . . . . . . . .
SELECTIVE JETTISON . . . . . . . . . . . . . . . . . . . .
SERVO MALFUNCTION . . . . . . . . . . . . . . . . .
SINGLE GENERATOR FAILURES(IN FLIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . .
SINGLE HYDRAULIC FAILURE . . . . . . . . . . .
SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . .
STALL RECOVERY (ENGINE) . . . . . . . . . . . . .
SYSTEM B AND GENERATOR FAILURE(PTO SHAFT) . . . . . . . . . . . . . . . . . . . . . . . . .
TF FAIL WARNING LIGHT . . . . . . . . . . . . . . .
TRAPPED CFT FUEL . . . . . . . . . . . . . . . . . . . . .
TRAPPED EXTERNAL FUEL . . . . . . . . . . . . . . .
TRIM MALFUNCTION . . . . . . . . . . . . . . . . . . .
WARNING/CAUTION LIGHTS . . . . . . . . . . .
WARNING LIGHT (INDEX) . . . . . . . . . . . . . .
ZERO RPM/ERRONEOUS RPM
INDICATION . . . . . . . . . . . . . . . . . . . . . . . . .

F29
F27
TAB E
B13
B11
C27
A15
A13
TAB F
C25
F17
C19
B19
C17
A7
F19
EP6
EP10
D19
C29
F27
B17
A11
D15
F19
C21
D19
B21
D21
D9
B5
F35
EP5
C21

EP3

T.O. GR1F16CJ1CL2Page

LANDING EMERGENCIESACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE LG EXTENSION . . . . . . . . . . . . .
ANTISKID MALFUNCTION (LANDING) . . .
ASYMMETRIC STORES (LANDING) . . . . . . .
BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . .
CABLE ARRESTMENT . . . . . . . . . . . . . . . . . . . .
CONTROLLABILITY CHECK . . . . . . . . . . . . . .
DRAG CHUTE FAILURE . . . . . . . . . . . . . . . . . .
EPU MALFUNCTIONS . . . . . . . . . . . . . . . . . . .
FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . .
HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . .
LANDING WITH A BLOWN TIRE . . . . . . . . .
LANDING WITH A BLOWN MAIN
GEAR TIRE . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING WITH A BLOWN NOSEGEAR TIRE . . . . . . . . . . . . . . . . . . . . . . . . .
LANDING WITH LG UNSAFE/UP . . . . . . . .
LG FAILS TO EXTEND . . . . . . . . . . . . . . . . . . .
LG HANDLE WILL NOT LOWER . . . . . . . . . .
LG HANDLE WILL NOT RAISE . . . . . . . . . . .
LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . .
NET ARRESTMENT . . . . . . . . . . . . . . . . . . . . . .
NLG WOW SWITCH FAILURE . . . . . . . . . . . .
NWS FAILURE/HARDOVER . . . . . . . . . . . . . .

EP4

F13
E13
F9
F33
F7
F11
B21
F15
A17
C33
F31
F13
E9
E9
E9
E15
E11
E11
E5
E7
F11
F31
F15

T.O. GR1F16CJ1CL2

Warning/Caution Light Index
FLCS
FAULT

ENGINEFAULTAVIONICSFAULTSEAT NOT
ARMED

B2

C29

F36

F35

ELEC
SYS

SEC

EQUIP
HOT

NWS
FAIL

TAB A

C29

F17

F15

PROBE HEAT

FUEL/OIL
HOT

RADAR
ALT

ANTI
SKID

F36

D13

F35

F9

CADC

INLET
ICING

IFF

HOOK

B7

F35

F35

F35

STORESCONFIG

OVERHEATNUCLEAR

OBOGS

F35

C17

F36

F36

ATF NOTENGAGED

EEC

CABIN
PRESS

F35

F35

F21

FWD
FUEL LOW

BUC

D7

F35

AFT
FUEL LOWD7CANOPYDBU ONENGINE

F25

B7

C2

ENG FIRE

FLCS

HYD/OIL
PRESS

C15

B2

TF FAIL

B21

TO/LDGF36

CONFIGC19, D15/17/19

EP5

T.O. GR1F16CJ1CL2

Pilot Fault List

Engine

FAULT

CAUSE

ENG A/B FAIL andEngine hardware
deterioration/de
tected perfor
mance loss

Reduce engine rpm to
85% or less, unless required to sustain
flight. High thrust levels may result in further deterioration/per
formance loss. Landas soon as possible

ENG A/I TEMP

Antiice valve
failed open and/or
bleed air temperature greater than
850°F
850
F

Reduce throttle setting
to midrange unlessrequired to sustain
flight. Operating theengine above
midrange with antiice
system failed on may
result in engine stall.
Land as soon as practical

ENG A/I FAIL

Engine antiice
valve failed inclosed position

Avoid areas of known
or suspected icing
conditions

ENG MACH FAIL

The CADC sup
plied mach num
ber to the DEEC is
no longer avail
ableSupersonic stall
protection is inopera
tive. Do not retard
throttle below MIL
while supersonic. If
CADC caution light isalso on, refer to
CADC MALFUNC
TION, page B7

ENG A/B FAIL

AB system failure
detected

AB RESET sw-AB RE
SET. Land as soon aspractical if fault does
not clear. AB opera
tion is partially or fully
inhibited

ENG THST LOW

Loss of redundant
FTIT signals
received by DEECMIL rpm is reduced 7
percent by DEEC. Landas soon as practical

DEEC has detecteda failed open or
missing nozzle

If a failed open or
missing nozzle is sus
pected, refer toNOZZLE FAILURE,
page C25

ENG THST LOW

EP6CORRECTIVE
ACTION/REMARKST.O. GR1F16CJ1CL2

Pilot Fault ListEngine

FAULT

CAUSE

CORRECTIVE
ACTION/REMARKSENG BUS FAIL

Communication
lost between EDU
and MUX bus

Illuminates AVIONICS
FAULT caution light.
A subsequent engine
fault causes a nonre
settable ENGINEFAULT caution lightand is not displayedon the PFLDENG PFL DGRD

Communication
lost between EDU
and DEEC

Do not retard throttle
below MIL while
supersonic. Only ENG
A/I TEMP PFL cansubsequently bedisplayed

NOTE:
A short duration fault condition may cause display of a PFL
without illumination of the ENGINE FAULT caution light.

EP7

T.O. GR1F16CJ1CL2

Pilot Fault List

FLCS(FLCS warning light illuminated)
CORRECTIVE
ACTION/REMARKS

FAULT

CAUSE

FLCS AOA WARN

Dual AOA failure

Refer to AOA
MALFUNCTION,
page B5

FLCS DUAL FAIL

Dual electronic,
sensor, or power
failure in one ormore axes

Refer to FLCS DUAL
ELECTRONIC FAILURE,
page B15

FLCS LEF LOCKLEF's are locked
due to multiple
failures, LE FLAPS
switch position, or
asymmetry

Refer to LEF MALFUNCTION, pageB11 and B13

STBY GAIN

Dual air data
failureRefer to AIR DATAMALFUNCTIONS,
page B9

FLCS BIT FAIL

FLCS BIT has
detected a failure

Perform a second
FLCS BIT. If fault does
not clear, notify main
tenance. Fault only
occurs on groundEP8

T.O. GR1F16CJ1CL2

Pilot Fault List

FLCS

(TF FAIL warning light illuminated)

FAULT

CAUSE

SWIM NVP FAIL

NVP data bad,
AMUX wraparoundfailure, NVP selfmode failure, or
cyclic test problem
monitor failure

SWIM RALT FAIL

SDC monitor fail
ure or CARA data
bad

SWIM SCP FAIL

Below set clearance failure

SWIM ATTD FAIL

INS attitude esti
mator failure

SWIM ATF FAIL

NVP ATF selectfailureSWIM VEL FAIL

GPS/INS failure

CORRECTIVE
ACTION/REMARKS
Refer to TF FAILWARNING LIGHT,
Page B21

EP9

T.O. GR1F16CJ1CL2

Pilot Fault List

FLCS

(FLCS FAULT caution light illuminated for all)

FAULT

CAUSE

CORRECTIVE
ACTION/REMARKSFLCS ADC FAIL

First failure of tri
plex air data input
signalRefer to AIR DATAMALFUNCTIONS,
page B9

FLCS AOA FAIL

First failure of tri
plex AOA input
signalRefer to AOA
MALFUNCTION,
page B5

FLCS AOS FAIL

AOS feedback
function is inop
erative due tofailurePerform FLCS reset toattempt to clear fault;
fault cannot be reset
if INS or CADC isfailedIf fault does not clear,
the autopilot cannot
be engaged. Position
the STORES CONFIG
sw to CAT III if theaircraft is configured
with a 33 GP/STORE/
LINE loading*

FLCS FLUP OFF

FLCS A/P DEGR

MANUAL TF FLYUP
sw moved to DISABLE

Position the MANUALTF FLYUP sw as required. A FLCS reset
extinguishes FLCS
FAULT caution light

FLCS BIT detects
MANUAL TF FLYUP
sw in DISABLE

Position MANUAL TF
FLYUP sw to ENABLE.
Rerun FLCS BIT

Autopilot operating outside of atti
tude limits or
unable to holdcommanded mode

Autopilot is
inoperative

NOTE:*The potential for a departure from controlled flight is signifi
cantly increased if the AOS feedback function is inoperative andmaneuvering with 33 GP/STORE/LINE loadings occurs with the
STORES CONFIG sw in CAT I.

EP10

T.O. GR1F16CJ1CL2

Pilot Fault List

FLCS

(FLCS FAULT caution light illuminated for all except FLCS BUS
FAIL)

FAULT

CAUSE

CORRECTIVE
ACTION/REMARKSFLCS A/P FAIL

Autopilot has disconnected or can
not be engaged
due to loss ofneeded data

Autopilot is
inoperative

FLCS BUS FAIL

Communication
lost between FLCC
and MUX bus

Illuminates AVIONICS
FAULT caution light.
Other FLCS PFL's may
not be displayed on
the PFLD. Refer to
FLCS page on MFD for
FLCS PFL's

BRK PWR DEGR

Power supply
failure detected
in one or morebranches

Refer to FLCS SINGLE
ELECTRONIC FAILURE,
page B15

FLCS CCM FAIL

Erroneous output
command detectedby CCM

Refer to FLCS SINGLE
ELECTRONIC FAILURE,
page B15

FLCS HOT TEMPFLCC sensors
detect two
branches in excessof 75°C

Refer to FLCSTEMPERATURE
MALFUNCTIONS,
page B13

ISA ALL FAIL

Two or more ISA'shave reported afirst servo valve
failureRefer to SERVO MALFUNCTION, page
B17

EP11

T.O. GR1F16CJ1CL2

Pilot Fault List

FLCS

(FLCS FAULT caution light illuminated for all)

FAULT

CAUSE

CORRECTIVE
ACTION/REMARKSISA LHT FAIL
ISA RHT FAIL
ISA LF FAIL
ISA RF FAIL
ISA RUD FAIL

Indicated ISA has
reported a first
servo valve failure

Refer to SERVO
MALFUNCTION,
page B17

FLCS SNGL FAIL

Indicates single
electronic or sensor failure in one
or more axes

Notify maintenance.
Fault only occurs on
groundFLCS MUX DEGR

BIT detected degradation of FLCC
MUX interface

FLCS reset will not
clear fault. Perform asecond FLCS BIT. If
fault does not clear
and no other faults
are reported, the sys
tem redundancy isadequate for flight.
Notify maintenanceafter flight. Fault only
occurs on groundEP12

T.O. GR1F16CJ1CL2

GLOSSARY

MAIN GEN

Dash line indicates light may beon or off

ELEC

FLCS PMG

A

A1

T.O. GR1F16CJ1CL2

ELEC

Electrical System Failures
PARTIAL ELECTRICAL POWER LOSS . . . . . . . . . . . . . . . . . . A7

A

Refer to ELEC control panel.

ELEC
SYS

ACFT BATTFAIL

FLCS RLYHYDRAZNAIRACFT BATTERY FAILURE . . . . . . . . . . . . A9

FLCS RLY LIGHT . . . . . . . . . . . . . . . . A11

EPU MALFUNCTIONS . . . . . . . . . . . . A17

AND
EPU RUN LIGHT
OFF OR FLASHINGFLCS PMG

FLCS PMG FAILURE . . . . . . . . . . . . . . . . A9

MAIN GENANDSTBY GENA2

MAIN AND STANDBY
GENERATOR FAILURE(GROUND) . . . . . . . . . . . . . . . . . . . . . A5(IN FLIGHT) . . . . . . . . . . . . . . . . . . A15

T.O. GR1F16CJ1CL2
FLCS PMG

STBY GEN

MAIN GENEPU GENEPU PMG

ACFT BATTTO FLCSFAIL

AND EPU RUN LIGHT OFF
MAIN, STANDBY, AND EPU
GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . A13
PTO SHAFT FAILURE . . . . . . . . . . . . . . . . . . . . . . GO TO TAB D

MAIN GENORSTBY GEN

OR

FLCS PMGAND
STBY GENSINGLE GENERATOR FAILURE (IN FLIGHT) . . . . . . . . . A11
EMERGENCY POWER DISTRIBUTION . . . . . . . . . . . . . . . A19A3

7 " PageA3

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Turn EPU on, if required, to obtain NWS.
2 C If chocks are not installed, be prepared to immediately
engage the parking brake if it disengages when the EPU is shutoff.
3 Toe brakes and parking brake are available with or without
the EPU as long as the MAIN PWR sw is not moved to OFF.
4 C If main or standby generator cannot be reset, NWS is
inoperative unless the EPU is activated.

A4

7 " PageA4

T.O. GR1F16CJ1CL2
MAIN AND(GROUND)

STANDBY

GENERATORFAILURE

If MAIN GEN and STBY GEN lights illuminate:
1.
2.
3.
4.

Stop the aircraft. 1
ANTISKID sw - PARKING BRAKE.
OXYGEN - 100%.
EPU sw - OFF. 2 C

If further taxiing is required:
5. ELEC CAUTION RESET button - Depress. 3
4 C

6. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

MAIN AND STANDBY GEN FAIL (GROUND)

A5

7 1/4 " Page

A5

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 The failed open OCSC may reset.
2 Refer to the following diagram to determine the power
status of individual buses. If one item on a bus is powered, thenthat bus should be considered powered.
NONESS AC BUS NO.1
Seat Adjustment
TWS
HMCS

EMER AC BUS NO. 1
AOA Indicator (off)FUEL FLOW (frozen)
VVI (off)
Critical items lost:
D CADC

MAIN
GEN
STBY
GEN
EPU
GEN

NONESS AC BUS NO.2
FLOOD Instrument/
Console Lights
ESS AC BUS
MFD's (off)EMER AC BUS NO. 2
HSI (off flag)
HYD PRESS (frozen)
OIL Pressure (frozen)
Critical items lost:
D ADI, HSI, Fuel
Quantity
D TACAN

EMER DC BUS NO. 1

EMER DC BUS NO. 2

AOA Indexer
Speedbrakes
VHF Radio
Critical items lost:
D LG DOWN
Permission Button(DN LOCK REL
button required)
D LG WHEELS
Down Lights
D TACAN

Autopilot
HUD
SEAT NOT ARMED
Caution Light
Critical items lost:
D LG UPDN
Command (ALT
GEAR extension
required)
D ILS

D EGI
BATT BUS NO. 1

AIRCRAFTBATTERY

FTIT (indicates < 200)
Intercom*
RPM (indicates < zero)
UHF Radio
Critical items lost:
D Channel 1 Brakes
D Drag Chute
D LG WHEELS
Down Lights*VHF radio is also inoperative because
the ability to key either radio is lost.

BATT BUS NO. 2
EPU Fuel (indicates< zero)SAI (off flag)
Critical items lost:

D Parking Brake
D HOOKD LGWarning Light(handle)3 Determining the status of the battery buses is critical for asafe recovery of the aircraft.

A6

7 1/4 " Page

A6

T.O. GR1F16CJ1CL2
PARTIAL ELECTRICAL POWER LOSS
1. ELEC CAUTION RESET button-Depress. 1
If power is restored:
2. Land as soon as practical.
If power is not restored:
2. Determine the power status of electrical buses. 2
3(Cont)PARTIAL ELECTRICAL POWER LOSS

A7

7 1/2 " Page

A7

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
4 F The nonessential dc buses and essential dc bus lose
power. This results in loss of power to fuel boost and transfer
pumps, CARA, ECM, and FCR and power for normal weapon
arming/release including selective jettison.

F If the affected systems are required for the safe recovery of
the aircraft, consider delaying/terminating EPU operation until
the systems are no longer required.
5 If power to the battery buses is lost after the landing gear has
been extended, the landing gear cannot be raised.

A8

7 1/2 " Page

A8

T.O. GR1F16CJ1CL2
If one or both emergency ac buses are not powered:
3. EPU sw - ON. 4
If the battery buses and emergency dc bus No. 2 are not
powered:4. Consider a net arrestment, refer to NET
ARRESTMENT, page F11.
If net arrestment is not available:
5. Consider a gear up landing, refer to LANDING
WITH LG UNSAFE/UP, page E15. 5
6. Refer to EMERGENCY POWER DISTRIBUTION,
page A19.
7. Land as soon as possible.
If EPU was activated:
8. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

A8.1

7 3/8 " Page

A8.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 C If the aircraft battery fails (and EPU is off), do not taxi
except to clear runway. Subsequent loss of the main andstandby generators results in loss of all braking, NWS, hook,and radios.
2 FThe nonessential dc buses and essential dc bus lose
power. This results in loss of power to fuel boost and transfer
pumps, CARA, ECM, and FCR and power for normal weapon
arming/release including selective jettison.

FIf the affected systems are required for the safe recovery of
the aircraft, consider delaying/terminating EPU operation until
the systems are no longer required.
F If both radios become inoperative after an aircraft battery
failure indication, refer to PARTIAL ELECTRICAL POWER LOSS,
page A7.
FThe ACFT BATT FAIL light may subsequently extinguish. Thisshould not be interpreted to mean that the battery has
recharged. It may indicate that the battery voltage is so low thatthe light cannot remain illuminated.

A8.2

7 3/8 " Page

A8.2

T.O. GR1F16CJ1CL2
AIRCRAFT BATTERY FAILURE 1 C
1. EPU sw - ON. 2
2. Land as soon as practical.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
If EPU runs abnormally:
4. EPU sw - OFF, then NORM.
5. Land as soon as possible.
6. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
Prior to shutdown:
7. Loose items - Secure.
8. Canopy - Open.
FLCS PMG FAILURE
If FLCS PMG light illuminates:
1. Land as soon as practical.
END

ACFT BATT FAIL/FLCS PMG FAIL

A9

7 3/4 " Page
A9

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 C Illumination of the MAIN GEN light after a 23 second lossof power to the HUD, MFD's, and other cockpit instruments
indicates shorting failure of an OCSC or other wiring/equipment.
2 With standby generator failure and the MAL & IND LTS sw
in DIM, the ELEC SYS caution light may not appear to illuminate
when the MASTER CAUTION and STBY GEN lights illuminate.
3 This action may reset the main or standby generator. Cycling
the MAIN PWR sw may also reset the main generator; however,this action momentarily removes standby generator power andactivates the EPU.
4 F The nonessential dc buses and essential dc bus lose
power. This results in loss of power to fuel boost and transfer
pumps, CARA, ECM, and FCR and power for normal weapon
arming/release including selective jettison.

F If the affected systems are required for the safe recovery of
the aircraft, consider delaying/terminating EPU operation until
the systems are no longer required.

A10

7 3/4 " Page
A10

T.O. GR1F16CJ1CL2
SINGLE GENERATOR FAILURES (IN FLIGHT) 1 C 2
If MAIN GEN light illu
minated after a 23 second loss of the HUD and
MFD's was observed:
1. Land as soon aspractical.

If MAIN GEN light illu
minated and a 23 second
loss of the HUD and
MFD's was not observed,
or if STBY GEN or STBY
GEN and FLCS PMG
lights illuminate:
1. ELECCAUTIONRESET button Depress. 3
2. Land as soon aspractical.

FLCS RLY Light
1. FLCS PWR TEST sw - TEST, momentarily.
If FLCS RLY light goes off:
2. Land as soon as practical.
If FLCS RLY light remains on:
2. EPU sw - ON. 4
3. Land as soon as practical.
4. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
If EPU runs abnormally:
3. EPU sw - OFF, then NORM.
4. Land as soon as possible.
END

SGL GEN FAIL (IN FLT)/FLCS RLY LIGHT

8

A11

" PageA11

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
Main, standby, and EPU generators inoperative:
D Avionics inoperative.
D Uncontrollable cold airflow into the cockpit or reduced airflow

to the cockpit if the water separator coalescer freezes up.

D ADI AUX warning flag.
D ADI OFF warning flag.

MAJOR INOPERATIVE EQUIPMENT:
Main, standby, and EPU generators inoperative:
D Normal LG extension.
D LEF's, speedbrakes, stick trim.
D FUEL quantity/FUEL FLOW indicators.
D Fuel boost and transfer pumps.
D Stores jettison (SEL and EMER).
D ADI, AOA, IFF, INS, TACAN, and VHF.
D Go to EMERGENCY POWER DISTRIBUTION, page A19, forother systems lost.

OTHER CONSIDERATIONS:
1 W With a main, standby, and EPU generator failure, OBOGS
and the OXY LOW warning light are inoperative. Activate EOS
if above 10,000 ft cockpit altitude.
2 W LEF's are inoperative and departure susceptibility may be
increased. Near 1g flight, 200 kts should keep AOA less than
12_. Limit rolling maneuvers to a max bank angle change of
90_ and avoid rapid roll rates.
3 This action may reset the main and/or standby generator.
4 This action may reset the main generator.

A128A12

" PageT.O. GR1F16CJ1CL2
MAIN, STANDBY, AND EPU GENERATOR FAILURE
If MAIN GEN, STBY GEN, and EPU GEN lights illu
minate: 1 W
1.
2.
3.
4.

AOA - 12_ max (200 kts min). 2 W
EPU sw - ON (if EPU run light is off).
Climb if necessary.
Throttle - As required to extinguish the
HYDRAZN light.

If EPU GEN light goes off:
5. Go to MAIN AND STANDBY GENERATORFAILURE (IN FLIGHT), page A15.
If EPU GEN light is still on:
6. ELEC CAUTION RESET button - Depress. 3
If both MAIN GEN and STBY GEN lights remain on:
7. MAIN PWR sw - BATT, then MAIN PWR. 4(Cont)

MAIN, STANDBY, AND EPU GEN FAILURE

8 1/4 " Page

A13
A13

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
5 W F Plan to land within 30 minutes to insure adequate
electrical power for communications, brakes, hook, and dragchute.

F If the FLCS PMG and EPU PMG lights are on in combination
with the ACFT BATT TO FLCS light, the aircraft battery is
powering the FLCS. With the aircraft battery powering the FLCS
in addition to the battery buses, approx 314 minutes flight time
is available.
F When the FLCS is powered by aircraft battery, remain alert
for degraded flight controls. At the first indication of degraded
response, reduce airspeed and climb to safe ejection altitude.
Eject prior to complete loss of control.
6 Fly airspeed for 11_ AOA approach using fuel state whenpower was lost.
7 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
8 DAlternate LG extension can be used up to 300 kts;
however, the NLG may not fully extend until 190 kts. Timeabove 190 kts should be minimized in case there is a leak in thepneumatic lines.

DWHEELS down lights and TO/LDG CONFIG warning lightfunction are inoperative. Monitor LG handle warning light toverify that LG is down.
9 C F NWS is not available following alternate LG extension.

F Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
F Pulling the ALT GEAR handle with normal system B hydraulicpressure may result in system B hydraulic failure within 15
minutes.

A14A14

8 1/4 " Page

T.O. GR1F16CJ1CL2
If either MAIN GEN or
STBY GEN light goes off:
8. EPU sw - OFF, then
NORM.
9. Land as soon as
possible.
10. Refer to ACTIVATEDEPU/HYDRAZINE
LEAK, page F13.
END

If MAIN GEN, STBY
GEN, and EPU GEN
lights all remain on or allcome on again: 5 W
8. HOOK sw - DN.
9. C&I knob - BACKUP.
10. Minimize UHFtransmissions.
If conditions permit:
11. Land as soon as
possible. 6
12. LG handle - DN.
(Use DN LOCK REL
button.) 7 W
13. ALT GEAR handle Pull (190 kts max).
8 9 C
14. Consider an approachend arrestment, if
conditions
permit.
Refer
to
CABLE
ARRESTMENT, pageF11.
15. Refer to ACTIVATEDEPU/HYDRAZINE
LEAK, page F13.
After landing:
16. Stop straight ahead
and have chocks
installed (or engage
parking brake).
17. MAIN PWR sw MAIN PWR (until
chocks are installed).
END

A14.18 1/8 " Page

A14.1

T.O. GR1F16CJ1CL2
MAJOR INOPERATIVE EQUIPMENT:D Fuel boost and transfer pumps.
D Go to EMERGENCY POWER DISTRIBUTION, page A19, forother systems lost.

OTHER INDICATIONS:D Numerous caution lights.
D Caution lights come on bright, if dimmed.

OTHER CONSIDERATIONS:
1 This action may reset the main and/or standby generator.
The MAIN PWR sw may also be cycled to reset the main
generator.
2 If warning flag(s) is in view, refer to EGI FAILURE, page F29.
3 C If chocks are not installed, be prepared to immediately
engage the parking brake if it disengages when the EPU is shutoff.

A14.2

A14.2

8 1/8 " Page

T.O. GR1F16CJ1CL2
MAIN AND STANDBY GENERATOR FAILURE (IN
FLIGHT)
If MAIN GEN and STBY GEN lights illuminate:
1. EPU sw - ON (if EPU run light is off).
2. ELEC CAUTION RESET button - Depress. 1
If MAIN GEN or STBY
GEN light goes off:

If MAIN GEN and STBY
GEN lights remain on:

3. EPU sw - OFF, then
NORM.
4. ADI - Check forpresence of OFF
and/or AUX warn
ing flags.
5. Land as soon aspractical.
6. Refer to ACTIVATEDEPU/HYDRAZINE
LEAK, page F13.

3. ADI - Check forpresence of OFF
and/or AUX warn
ing flags. 2 
4. Land as soon as
possible.
5. Refer to ACTIVATEDEPU/HYDRAZINE
LEAK, page F13.
6. If hydrazine depletesor EPU run lightgoes off at low thrust- Go to ABNORMALEPU OPERATION,
page A17.

END

After landing and aircraft is stopped:
7. Chocks - Installed(or parking brakeengaged).
8. EPU sw - OFF. 3 C
9. MAIN PWR sw MAIN PWR (until
chocks are installed).
END

MAIN AND STANDBY GEN FAIL (IN FLIGHT)

8 1/2 " Page

A15
A15

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 The nonessential dc buses and essential dc bus may lose
power. If so, this results in loss of power to fuel boost andtransfer pumps, CARA, ECM, and FCR and power for normal
weapon arming/release including selective jettison.
2 Only if required to maintain low thrust.
3 F The nonessential dc buses and essential dc bus lose
power. This results in loss of power to fuel boost and transfer
pumps, CARA, ECM, and FCR and power for normal weapon
arming/release including selective jettison.

F If the affected systems are required for the safe recovery of
the aircraft, consider delaying/terminating EPU operation until
the systems are no longer required.
4 Keep thrust high enough to assure adequate bleed air if EPU
fuel usage continues above 80 percent rpm or if EPU run lightis flashing. If EPU fuel is depleted or if EPU run light goes off at
low thrust, set throttle to keep EPU run light on.
5 Make an approachend arrestment, if practical, if EPU fueldepletes before landing or if EPU run light goes off at low thrust
settings. Refer to CABLE ARRESTMENT, page F11.
6 W If PTO shaft or both hydraulic systems are failed,underspeed of the EPU results in loss of control. Do not retard
throttle completely to IDLE until after touchdown.
7 C If EPU underspeeds, electrical bus cycling may affectbrake operation. For a missed engagement, attempt CHAN 1
then CHAN 2 brakes. If no braking is available, consider goingaround for another engagement or making a departureendarrestment. The parking brake still operates.

A16
A16

8 1/2 " Page

T.O. GR1F16CJ1CL2
EPU MALFUNCTIONS
Uncommanded EPU Operation
If uncommanded EPU operation on bleed air is sus
pected: 1
1. Throttle - Min practical thrust.
2. Stores - Jettison (if required). 2
3. Land as soon as possible.
If EPU is running with normal indications: 3
4. EPU - Leave running.
5. Land as soon as possible.
6. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
Abnormal EPU Operation
If EPU was turned on for an ACFT BATT FAIL or an
FLCS RLY light:
1. EPU sw - OFF, then NORM.
2. Land as soon as possible.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
If EPU was activated for other reasons:
1.
2.
3.
4.

Throttle - As required ( 7580 percent rpm). 4
EPU FUEL quantity - Monitor.
Land as soon as possible. 5  6 W  7 C
Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

EPU MALFUNCTIONS

8 3/4 " Page

A17
A17

T.O. GR1F16CJ1CL2

NOTES:

A18
A18

8 3/4 " Page

T.O. GR1F16CJ1CL2

Emergency Power Distribution
MAIN GENERATOR FAILED
BUS ASSIGNMENTINOPERATIVEEQUIPMENTSYSTEMFUEL

NONESS AC

NACELLENONESS DC

NO. 1

NO. 1

NO. 2

Pumps 1,2,4 & 5

X

CFT Pumps
STORES MGT

X

AIMĆ120***ą

Stations 3, 5 & 7 - EO,
RadarĆGuided Weapons,
ECM Pods**ą

Stations 4 & 6 - EO,
RadarĆGuided Weapons
AVIONICSLIGHTS

Other

X

DTU

X

FCR

RadarąTWS

X
X

Flood Instrument

X

Formation

X

Taxi

X
*ą

ąąASIUD
ECM Control*ą

Halon Heater

X
X

Inlet Strut Heater

X

Nacelle Ejector Shutoff

NOTE:

*ą
X

Flood Console

HMCS

NO. 2
*ą

X

Seat Adjustment

X

Total Temperature Probe
HeaterX

Equipment on nonessential ac bus No. 1 or nonessential ac bus No. 2 may
be functional with the MAIN GEN light on (bus contactor failure).

*Aft equipment bay nonessential dc bus.
**Overcurrent sensing contactors.
***Nacelle nonessential ac bus.

A19
EMERGENCY POWER DISTRIBUTION

A19

T.O. GR1F16CJ1CL2

Emergency Power Distribution
MAIN AND STANDBY GENERATORS FAILED(All equipment from page A19 plus the following:)
INOPERATIVEEQUIPMENTSYSTEM
FUEL

Pump 3

BUS ASSIGNMENTESS ACESS DCXąXą

Tank Inerting
STORES MGT

AIMĆ9

Xą
*ą

Arm and Release
Power - Stations 1 Thru 9
AVIONICSXąRadar Altimeter

OTHER

Xą

MFD's

Xą

PFLD

*ą

Air Data Probe Heater(fuselage)*ąąąASHM
D
Battery Charger
Data Link
NOTE:

Xą

Equipment on this sheet may operate if MAIN GEN light was caused by bus
contactor failure at nonessential bus No. 1.

*Nacelle essential ac bus.

A20
A20

Xą
Xą

T.O. GR1F16CJ1CL2

Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED(All equipment from pages A19 and A20 plus thefollowing:)
INOPERATIVEEQUIPMENTSYSTEM
ENGINE

BUS ASSIGNMENTEMER AC
NO. 1

NO. 2

EMER DCNO. 1

Engine ANTI ICE Sw

X

ENGINE FAULT Caution Light

FLIGHT
INSTRUMENT

X

Engine Ice Detector

X

Fire/Overheat Detect and TestX

HYD PRESS IndicatorsX

NOZ POS IndicatorX

OIL Pressure Indicator

X

ADI

X

Altimeter (ELECT)X

AOA Indexer
AOA Indicator

X
X

HSI

X

Turn Needle

X

INSTR MODE Select Sw
VVI
FUEL

X
X

Automatic Forward Fuel
Transfer
FUEL FLOW Indicator

X
X

FUEL LOW Caution Lights
FUEL Quantity Indicator
FLT CONT

NO. 2

X
X

Autopilot

X

DBU ON Warning Light(branches A & B)X

DBU ON Warning Light(branches C & D)

C DF
 FLCS FAULT Caution
Light (branches A & B)

XXDR FLCS FAULT Caution
Light (branches C & D)
FLCS RESET Switch(branches A & B)

X
X

FLCS RESET Switch(branches C & D)
FLCS Power Source(branches A & B)

X
X

FLCS Power Source(branches C & D)
FLCS Warning Light(branches A & B)

X
X

A20.1
A20.18 7/8 " Page

T.O. GR1F16CJ1CL2

Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED - CONT(All equipment from pages A19, A20, and A20.1 plus
the following:)
INOPERATIVEEQUIPMENTSYSTEM
FLT CONT(Cont)

NO. 1

NO. 2

EMER DC
NO. 1

FLCS Warning Light(branches C & D)
X

Speedbrakes

X

Stick Trim

X

EGI

X

IFF

X

ILS

X

TACAN
STORES MGTXX

VHF Radio

X

C
ALT
REL Button

X

CIU*

X

Chaff Dispenser
X

X

EMER JETT Button*

X

MASTER ARM Sw

X

MSL STEP Sw

X

X

NUCLEAR CONSENT Sw

XSTORES CONFIG Caution
Light

X
X

WPNREL Button
C DF
X WPN REL Button
DR
CADC

X

CADC Caution Light

X

HUD

X

HUD/CTVSX

ICP/IKPX

MFD Video Control

X

MMC*
LIGHTSX
X

Gun

AVIONICS

NO. 2
X

LEF's

NAV/COMM

BUS ASSIGNMENTEMER AC

X

X

Upfront Controls

X

ANTICOLLISION StrobeX

AR (flood)X

AR (slipway)

X

X
X

X

*Indicates redundancy.

A20.2
A20.28 7/8 " Page

T.O. GR1F16CJ1CL2

Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED - CONT(All equipment from pages A19, A20, A20.1, andA20.2 plus the following:)
INOPERATIVEEQUIPMENTSYSTEM
LIGHTS(Cont)BUS ASSIGNMENTEMER ACNO. 1

Landing

NO. 2

EMER DC
NO. 1

NO. 2

X

LANDING/TAXI/External Sw

X

MAL & IND LTS TEST/BRT DIMXPOSITIONXPRIMARY CONSOLESXPRIMARY INST PNLXLG/NWS/LG Hydraulic IsolationX

BRAKESLG Sequence (doors)X

LG UPDN Command

OTHER

X

NWS

X

WHEELS Down Lights

X

Air Data Probe Heater(nose)XAOA Probe HeatersX

AR SystemX

AVTR/CTVSXCABIN PRESS Caution LightXCAMERA/GUN Trigger

X

Cockpit Pressure Dump
Capability

X

Cockpit Temperature Control

X

Engine Bleed Air Valves(close capacity)

X

EQUIP HOT Caution LightX

INLET ICING Caution LightX

OXY LOW Warning LightX

OBOGS Caution LightOBOGS Concentrator

X
X

OBOGS Monitor

X

Probe Heat Monitor

X

PROBE HEAT Sw

X

SEAT NOT ARMED
Caution LightX

A20.3
A20.3

8 3/4 " Page

T.O. GR1F16CJ1CL2

Emergency Power Distribution
OPERATING EQUIPMENT - MAIN, STANDBY, AND EPU
GENERATORS FAILED
BUS
ASSIGNMENTSYSTEMOPERATING EQUIPMENT

BATTERY
NO. 1

ENGINE

NO. 2
X

EDU
PRI (no supersonic stall protection)*
PRI/SEC Transfer Circuit*

INSTRUINSTRUMENTS

Airspeed/Mach Indicator*
Altimeter (PNEU)*
FTIT IndicatorX

RPM Indicator

X

SAI

FUEL

X

External Fuel Transfer*
FUEL MASTER Switch

X

FFP*

FLIGHT
CONTROLS

Functional (except LEF's, speedbrakes,
autopilot, and stick trim)*

NAV/COMMIntercom

X

Magnetic Compass*

LIGHTS
LG/NWS/BRAKES

UHF RadioX

Spotlights

X

Utility Light

X

Alternate LG Extension*
Antiskid/Channel 1 Brakes

X

Antiskid/Channel 2 Brakes

X

LG Uplock/Downlock

X

MLG WOW (branches A & B)X

MLG WOW (branches C & D)
NLG WOW (branches A & B)

XX

NLG WOW (branches C & D)

X

Parking BrakeWARNING
LIGHTSXCANOPYX

ENGINEX

HYD/OIL PRESSX

LG Warning (handle)* Indicates items that do not require power through the battery buses.

A20.4
A20.4

8 3/4 " PageX

T.O. GR1F16CJ1CL2

Emergency Power Distribution
OPERATING EQUIPMENT - MAIN, STANDBY, AND EPU
GENERATORS FAILED - CONT
BUS
ASSIGNMENTSYSTEMOPERATING EQUIPMENT

BATTERY
NO. 1

CAUTION
LIGHTSXELEC SYS

X

HOOK

X

MASTER CAUTION

X

SEC

OTHER

NO. 2

ANTI SKID

X

Canopy Activation*
Drag Chute

X

EPU

X

Hook

X
X

JFS

X

MAIN PWR Switch
VMS

X
X

* Indicates items that do not require power through the battery buses.

A20.5
A20.5

8 5/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

A20.6
A20.6

8 5/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

FLCS
B

B1

T.O. GR1F16CJ1CL2

Flight Control Failures
1. If

FLCS

2. If

HYD/OIL
PRESS

3. If

B

is on, GO TO TAB A.

ELEC
SYS

is on, GO TO TAB D.

FLCS
FAULT

and/orFLCSor

TF FAILis on,

depress FACK button and note PFL display(s).
4. IfAVIONICS

is on with PFL FLCS BUS FAIL,

refer to FLCS page on MFD.
PFLGO TO:PAGE

FLCS WARNING LIGHT ILLUMINATEDFLCS AOA WARNSTBY GAIN
FLCS LEF LOCKFLCS DUAL FAIL

AOA MALFUNCTION . . . . . . . . . .
AIR DATA MALFUNCTIONS . . . .
LEF MALFUNCTION(SYMMETRIC) . . . . . . . . . . . . . . . . .
FLCS DUAL ELECTRONICFAILURE . . . . . . . . . . . . . . . . . . . . . .

B5
B9
B11
B15

FLCS FAULT CAUTION LIGHT ILLUMINATEDFLCS AOA FAIL
FLCS ADC FAIL
FLCS AOS FAIL
FLCS HOT TEMPBRK PWR DEGR
FLCS CCM FAIL
FLCS A/P FAIL
FLCS A/P DEGR
ISA (any) FAIL
ISA ALL FAIL

AOA MALFUNCTION . . . . . . . . . .
AIR DATA MALFUNCTIONS . . . .
PILOT FAULT LIST-FLCS . . . . . . .
FLCS TEMPERATURE
MALFUNCTION . . . . . . . . . . . . . . .
FLCS SINGLE ELECTRONICFAILURE . . . . . . . . . . . . . . . . . . . . . .
FLCS SINGLE ELECTRONICFAILURE . . . . . . . . . . . . . . . . . . . . . .
AUTOPILOT MALFUNCTIONS . . .
AUTOPILOT MALFUNCTIONS . . .
SERVO MALFUNCTION . . . . . . . .
SERVO MALFUNCTION . . . . . . . .

B5
B9
EP10
B13
B15
B15
B17
B17
B17
B17

TF FAIL WARNING LIGHT ILLUMINATED
TF FAILTF ATTD FAILB2

TF FAIL WARNING LIGHT . . . . . .
TF FAIL WARNING LIGHT . . . . . .

B21
B21

T.O. GR1F16CJ1CL2
RUNAWAY OR
NO STICK
TRIM

TRIM MALFUNCTION . . . . . . . . . . . B5

CADC

OR

CADC MALFUNCTION . . . . . . . . . . B7

CADC
ENGINEFAULT

DBU ONDBU ON WARNING LIGHT. . . . B7

INCREASEDLEF MALFUNCTION
BUFFET(SYMMETRIC) . . . . . . . . . . . . . B11
 OR(ASYMMETRIC) . . . . . . . . . . . . B13
UNCOMMANDEDROLL
OUTOFCONTROL RECOVERY . . . . . . . . . . . . . . . . . . . . B19
CONTROLLABILITY CHECK . . . . . . . . . . . . . . . . . . . . . . . . B21
TF FAIL

TF FAIL WARNING LIGHT . . . . . . . . B21

B3

6 3/4 " Page

B3

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
Single failures:
D FLCS FAULT caution light.
D FLCS AOA FAIL PFL.

Dual failures (in addition to FLCS system code and FLCS AOAFAIL PFL):D FLCS warning light.
D FLCS AOA WARN PFL.

OTHER CONSIDERATIONS:
1 Autopilot cannot be engaged.
2 If BRK PWR DEGR PFL is also present, refer to FLCS SINGLE
ELECTRONIC FAILURE, page B15.
3 Do not exceed 11_ AOA during approach, landing, ortwopoint aerodynamic braking.

B4

6 3/4 " Page

B4

T.O. GR1F16CJ1CL2
TRIM MALFUNCTION
1. TRIM/AP DISC sw - DISC, then NORM.
If normal operation is not restored:
2. TRIM/AP DISC sw - DISC. 1
3. ROLL and PITCH TRIM wheels - As required.
AOA MALFUNCTION
If FLCS AOA FAIL PFL
occurs: 2

If FLCS AOA WARN PFL
occurs:1. Establish 1g flight.
2. FLCS RESET sw RESET.

1. Establish 1g flight.
2. FLCS RESET sw RESET.

If failure indications go
off:

If FLCS warning lightgoes off:

3. Continue
operation.

normal

3. Land as soon as practical. 3

indications

If FLCS warning lightremains on:

3. Land as soon aspractical. 3

3. Land as soon as
possible. 3

END

END

If failure
remain on:

TRIM MALFUNCTION/AOA MALFUNCTION

B5

7 " PageB5

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration andprobable engine stalls.
2 If a CADC malfunction occurs, the FLCC AOS feedback
function may deactivate.
3 Use AOA indications with caution.
4 Final approach airspeed

S C 135
S D 137
S Add 4 kts/1000 lb of fuel/stores weights equates to 13_
AOA (add 8 kts for 11_ AOA).
5 Do not use abrupt control inputs or make rudder inputs
during rolls.
6 If possible, slow to 300 kts.

B6

7

B6

" PageT.O. GR1F16CJ1CL2CADC MALFUNCTION 1 C  2
If CADC caution light illuminates:
1. FLCS RESET sw-RESET.
If CADC caution lightgoes off:

If CADC caution lightremains on:

2. Check for an ENG
MACH FAIL PFL.

2. AOA-Crosscheckwith airspeed. 3
3. Land as soon aspractical. 4

If ENG MACH FAIL PFL
is still present:
3. Continue flight andobservethrottle
limitation, if supersonic. Refer to PI
LOT FAULT LIST ENGINE,
page
EP6.
DBU ON WARNING LIGHT

If DBU ON warning light illuminates:
1. Establish 1g flight. 5
2. Airspeed-500 kts/0.9 mach max. 6
3. DIGITAL BACKUP sw-Cycle to BACKUP, thenback to OFF.
(Cont)CADC MALF/DBU ON WARN LIGHT

B7

7 1/4 " Page

B7

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
7 Verify that DBU is no longer present on the FLCS page of the
MFD.
8 Do not exceed 500 kts/0.9 mach.
9 If possible, slow to 300 kts. Avoid abrupt control inputs.
Restrict bank angle changes to less than 90_.
10 Lower LG at safe altitude and check handling qualities at
11_13_ AOA. A mild noseup transient of approx 2_ occurs if
LG is lowered below 200 kts.
11 Observe FLCS PWR lights and determine status of toe
brakes. If branch A, B, or C FLCS PWR light fails to illuminate,
use a maximum of 11_ AOA for approach, landing, andtwopoint aerodynamic braking.

12 Plan a straightin approach.

B8

7 1/4 " Page

B8

T.O. GR1F16CJ1CL2
If DBU ON warning lightgoes off: 7

If DBU ON warning lightremains on:

4. FLCS RESET sw-
RESET (if required).

4. DIGITAL BACKUP
sw-BACKUP.
5. Airspeed-500 kts/
0.9 mach max. 9
6. ControllabilityCheck. 10
7. FLCS PWR TESTsw-TEST. 11
8. BRAKES
channelsw - Change channels (if required).
9. Land as soon as
possible. 12

5. Land as soon aspractical. 8
END

END

B8.1

7 1/8 " Page

B8.1

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
Single Failures:
D FLCS FAULT caution light.
D FLCS ADC FAIL PFL.

Dual Failures (in addition to FLCS ADC FAIL PFL):D FLCS warning light.
D STBY GAIN PFL.

OTHER CONSIDERATIONS:
1 If BRK PWR DEGR PFL is also present, refer to FLCS SINGLE
ELECTRONIC FAILURE, Page B15.
2 Airspeed 240650 kts with LG up.
3 Do not slow below 240 kts with LG up if STBY GAIN PFL isstill present.

B8.2

7 1/8 " Page

B8.2

T.O. GR1F16CJ1CL2
AIR DATA MALFUNCTIONS
If FLCS ADC FAIL PFL occurs: 1
1. Establish 1g flight.
2. FLCS RESET sw - RESET.
If failure indications go
off:

If STBY
occurs:3. Continue normal op
eration.

1. Establish 1g flightwith max of 12_
AOA. 2
2. FLCS RESET sw RESET.
3. Land as soon as practical. 3

If failure
remain on:

indications

3. Land as soon as practical.

GAIN

PFL

END

END

AIR DATA MALFUNCTIONS

B9

7 1/2 " Page

B9

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 FLCS LEF LOCK PFL may not occur.
2 W Exceeding 12_ AOA reduces departure resistance. Limitrolling maneuvers to a max bank angle change of 90_ andavoid rapid roll rates.
3 Lock LEF's in landing configuration at final approach
airspeed at a safe altitude. This makes final approach andlanding as normal as possible and protects against
uncommanded LEF excursions close to the ground.
4 With the LEF's at or near full up, there are no unique control
inputs required. A small increase in airspeed may be noted
compared to a normal landing approach at 11_ AOA. With the
LEF at or near full down, the aircraft may tend to float inground effect and a slight forward stick force may be required.
5 C Placing MAIN PWR switch to OFF before hydraulicpressure is lost may cause damage to two LEF shafts.

B10

7 1/2 " Page

B10

T.O. GR1F16CJ1CL2
LEF MALFUNCTION (SYMMETRIC) 1
If an FLCS LEF LOCK PFL occurs or a malfunction issuspected (without an FLCS LEF LOCK PFL):
1. AOA - 12_ max. 2 W
2. FLCS RESET sw - RESET.
If FLCS warning light resets:
3. Continue flight.
If FLCS warning light does not reset or a malfunction
is suspected (without an FLCS LEF LOCK PFL):
4. Airspeed - Decelerate to subsonic flight if
supersonic.
5. LE FLAPS sw - LOCK (after LG is down). 3
6. Land as soon as practical. 4
During engine shutdown:
7. MAIN PWR switch-Do not place to OFF until
engine rpm has reached zero. 5 C
END

LEF MALFUNCTION (SYMMETRIC)

B11

7 3/4 " Page
B11

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W F Exceeding 10_ AOA may result in insufficient rollauthority. Limit rolling maneuvers to gentle roll in with a max
bank angle of 30_.

F Flying a fast approach (lower than 6_ AOA) presents
additional control difficulties caused by a change in the path ofthe disturbed airflow coming off the failed LEF.
2 W Minimize rudder inputs. Use rudder as required to reducesideslip when jettisoning stores or to aid in maintaining desired
ground track during the final part of landing approach. Do not
use rudder trim.
3 Lock operating LEF as near symmetrical as possible.
4 Consider selective jettison of stores from the heavy wing asa means to reduce roll control requirements. Refer to
SELECTIVE JETTISON, page F27.
5 C Reduce fuel weight if pilot arm fatigue is not a factor. Fuelflow is significantly higher with an LEF failed full up or down andmust be considered during recovery.
6 Lower LG at a safe altitude and check handling qualities at
6_8_ AOA.
7 W F Prior to landing with a significant asymmetric LEF
condition, consider aircraft configuration, pilot experiencelevel, pilot arm fatigue, airfield facilities, weather, winds, andlight conditions (day/night). If conditions are not favorable, acontrolled ejection is recommended.

F If crosswind component is greater than 10 kts, choose arunway, if possible, which allows landing with the heavy wing
upwind. Fly a shallow, straightin approach at approx 8_ AOA(fly no lower than 6_ AOA) with min roundout for touchdown.
Use rudder, as required, to align aircraft with the runway
immediately prior to touchdown.
8 C Until WOW, forward stick pressure in excess of approx 2
lbs results in full trailing edge down deflection of the horizontal
tails with reduced directional control and wheel braking
effectiveness.

B12

7 3/4 " Page
B12

T.O. GR1F16CJ1CL2
LEF MALFUNCTION (ASYMMETRIC)
If LEF asymmetry occurs:
1.
2.
3.
4.
5.
6.
7.
8.

AOA - 6_10_. 1 W
Lateral stick/roll trim - As required. 2 W
LE FLAPS sw - LOCK. 3
Stores - Jettison (if required). 4
Fuel weight - Reduce (if feasible/required). 5 C
Controllability - Check. 6
Land as soon as practical. 7 W
Stick - Lower the nose immediately after
touchdown. 8 C

If departureend arrestment is required:
9. HOOK sw - DN.
FLCS TEMPERATURE MALFUNCTION
If an FLCS HOT TEMP PFL occurs:
1. Airspeed - 400 kts max (subsonic).
(Cont)LEF MALF (ASY)/FLCS TEMP MALF

8

B13

" PageB13

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
9 If possible, descend below 15,000 ft MSL.
10 W FWith the ECS shut down or the AIR SOURCE knob in
OFF or RAM, the gsuit does not inflate and PBG is disabled.

F If AIR SOURCE knob is placed to OFF or RAM, OBOGS is
inoperative. Activate EOS if OXY LOW warning light illuminates
above 10,000 ft cockpit altitude.
11 External fuel cannot be transferred in OFF or RAM.
Consider jettisoning tanks to decrease drag if range is criticaland the ECS cannot be turned on for short periods of time totransfer fuel.
12 It may take up to 15 minutes for ramair cooling to
extinguish the light.

B14

8B14

" PageT.O. GR1F16CJ1CL2
2.Altitude - 25,000 ft MSL max. 9
3.AIR SOURCE knob - RAM. 10 W  11
If failure indications go off: 12
4.Land as soon as practical.
If failure indications remain on:
5.Land as soon as possible.
END

B14.1

7 7/8 " Page
B14.1

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
Single Failures:
D FLCS FAULT caution light.
D FLCS AOA FAIL and FLCS ADC FAIL PFL's may accompany a

BRK PWR DEGR PFL.

Dual Failures:
D FLCS warning light.

OTHER CONSIDERATIONS:
1 Observe FLCS PWR lights and determine brake and brakechannel affected. If branch A, B, or C FLCS PWR light fails toilluminate, use a max of 11_ AOA for approach, landing, andtwopoint aerodynamic braking.

2 The ATF NOT ENGAGED caution light may illuminate shortly
after depressing the ADV MODE sw.
3 Reset may clear the FLCS warning light; however, the single
failure is still present.
4 FNo significant flying qualities degradation should occur;
however, with an FLCS dual failure, the FLCS has no
redundancy.

FTwo minutes after WOW, the FLCS FAULT caution lightilluminates and an FLCS SNGL FAIL PFL occurs.

B14.2

7 7/8 " Page
B14.2

T.O. GR1F16CJ1CL2
FLCS SINGLE ELECTRONIC FAILURE
If BRK PWR DEGR or FLCS CCM FAIL PFL occurs:
1. Establish 1g flight and airspeed less than 400 kts(subsonic).
2. FLCS RESET sw-RESET.
If failure indications go
off:

If failure
remain on:

indications

3. Continue normal op
eration.

3. FLCS PWR TEST
sw - TEST. 1
4. BRAKESchannelsw-Change channels(if required).
5. Land as soon aspractical.

FLCS DUAL ELECTRONIC FAILURE
If FLCS DUAL FAIL PFL occurs:
1. Establish 1g flight and airspeed less than 400 kts(subsonic).
2. ADV MODE sw - Depress. 2
3. FLCS RESET sw - RESET. 3
If FLCS warning light goes off and no FLCS PFL's arepresent:
4. Continue normal operation, but do not use ADV
MODE sw.
If FLCS warning lightgoes off and an FLCS PFL
is still present:
4. FLCS PWR TESTsw-TEST. 1
5. BRAKES channelsw - Change channels (if required).
6. Land as soon aspractical.

If FLCS warning light re
mains on:
4. FLCS PWR TESTsw-TEST. 1
5. BRAKESchannelsw-Change channels(if required).
6. Land as soon as
possible. 4

END
FLCS SINGLE/DUAL ELECT FAILURE

8 1/4 " Page

END

B15
B15

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Below 15 degrees AOA.
2 Hydraulic failures or momentary drops in hydraulic pressure(e.g., wake turbulence encounter, air in hydraulic system) also
illuminate the FLCS FAULT caution light and cause an ISA ALL
FAIL PFL.

B16
B16

8 1/4 " Page

T.O. GR1F16CJ1CL2
AUTOPILOT MALFUNCTIONS
If FLCS A/P FAIL PFL occurs:
1. Establish 1g flight. 1
2. FLCS RESET switch-RESET.
If PFL clears:
3. Continue normal operation.
If PFL remains, autopilot cannot be engaged.
If FLCS A/P DEGR PFL occurs:
1. Maneuver aircraft into autopilot envelope.
2. FLCS RESET switch-RESET.
If PFL clears:
3. Continue normal operation.
If PFL remains:
3. Disengage autopilot.
SERVO MALFUNCTION 2
1. Airspeed - 400 kts max (subsonic).
If a hydraulic failure is confirmed:
2. Go to SINGLE (page D15)/DUAL (page D17)
HYDRAULIC FAILURE.
If hydraulic pressures are normal:
3. FLCS RESET sw - RESET.
If failure indications go
off:

If failure
remain on:

4. Continue normal op
eration.

4. Land as soon as practical.

END

END

AUTOPILOT/SERVO MALFUNCTION

8 1/2 " Page

indications

B17
B17

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W FRecovery from a deep stall condition will present a
low airspeed situation in which the aircraft may require morethan 6000 ft of altitude to attain level flight.

FIf recovery (pitch rate stopped, AOA within -5 to +25_,
and airspeed 200 kts or greater) is not apparent by 6000 ft
AGL, eject.
2 Engine may stall when out of control.
3 If other than AB, do not move the throttle.
4 Positive g, AOA indicator pegged at 32_ (upright deep stall)or negative g, AOA indicator pegged at -5_ (inverted deep
stall).
5 Maintain firm pressure.
6 W FThe MPO sw must be held in the OVRD position until
the deep stall is positively broken as evidenced by the pitch rate
stopping, AOA in the normal range (-5 to +25_), and airspeed
increasing above 200 kts. Early release of the MPO sw may
delay recovery.

FFailure to adequately secure and tighten lapbelt may
result in inability to reach and operate the MPO sw duringoutofcontrol situations.
7 W Pitch rocking with a high sustained yaw rate may prevent
recovery. Delay stick inputs until yaw rotation stops or isminimized. Pitch, roll, and yaw oscillations associated with adeep stall should not be confused with the continuous yaw
rotation associated with a spin.

B18
B18

8 1/2 " Page

T.O. GR1F16CJ1CL2
OUTOFCONTROL RECOVERY 1 W  2
In the event of a departure from controlled flight,
accomplish as much of the following as required toeffect a recovery:
1. Controls - Release.
2. Throttle - MIL if in AB. 3
If still out of control: 4
3. MPO sw - OVRD and hold. 5  6 W
4. Stick - Cycle inphase. 7 W
END

OUTOFCONTROL RECOVERY

8 3/4 " Page

B19
B19

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 In the event that structural damage of unknown extent isencountered or if continued control of the aircraft is in doubt,
consider accomplishing applicable steps of EJECTION (TIMEPERMITTING), page F23, prior to proceeding with CONTROLLABILITY CHECK.
2 If LEF damage is observed, consider locking LEF's.
3 W If a condition which might cause asymmetric TEF
extension exists, consider alternate LG extension with the LG
handle in UP to preclude TEF extension.

If the LG handle remains up:
D Final approach airspeed is 20 kts higher than normal.
D The TO/LDG CONFIG warning light may illuminate.
D Nozzle remains closed, resulting in higher than normal
landing thrust.
D NWS is inoperative.
D BRAKES CHAN 2 must be selected.
D FLCS remains in cruise gains. Consider positioning AIR
REFUEL sw to OPEN to obtain takeoff and landing gains.
D The LG handle warning light remains on to indicate theposition of the gear handle is not in agreement with the actual
gear position.

4 W If the aircraft is not controllable down to a reasonablelanding speed (given consideration to weather, runway
condition, facilities, pilot experience, pilot arm fatigue, etc.), an
ejection is recommended.
5 Climb to min enroute altitude (MEA) or depart low altitudeenvironment, if required.
6 This action interrupts the flyup in ATF or manual TF (ifenabled).
7 If a SWIM PFL is displayed, the TF malfunction was detectedby one or more SWIM monitors.
8 If the malfunction was detected by SWIM and thismalfunction is no longer present, releasing the paddle sw
resets the SWIM monitors, cancels the flyup, and extinguishes
the TF FAIL warning light.
9 W Further TF operations should not be attempted after theoccurrence of a SWIM ATTD FAIL or SWIM VEL FAIL PFL.

B20
B20

8 3/4 " Page

T.O. GR1F16CJ1CL2
CONTROLLABILITY CHECKThe following items should be accomplished:
1.
2.
3.
4.

Attain safe altitude. 1
GW - Reduce (as required).
LE FLAPS sw-LOCK (if required). 2
Determine optimum configuration available forlanding. 3 W
5. Stores - Selectively jettison (if required). Refer to
SELECTIVE JETTISON, page F27.
6. Slow only to that AOA/airspeed which allows
acceptable handling qualities. 4 W

TF FAIL WARNING LIGHT
If TF FAIL warning light illuminates:
1.
2.
3.
4.

Altitude - As required. 5
Paddle sw - Depress (if required). 6
PFLD - Check. 7
CARA, EGI, MMC - Check for proper operation.

If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT
FAIL, or SWIM SCP FAIL PFL is displayed:
5. Paddle sw - Release. 8
If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT
FAIL, or SWIM SCP FAIL PFL does not clear or recurs:
6. Discontinue TF operations.
If SWIM ATTD FAIL or SWIM VEL FAIL PFL is dis
played:5. Paddle sw - Release.
6. Discontinue TF operations. 9 W
If no SWIM PFL was present (NVP malfunction):
5. Paddle sw - Release.
6. Perform TFR BIT.
If NVP malfunction still exists:
7. Discontinue TF operations.
END

B21
CONT CHECK/TF FAIL WARN LIGHT

B21

T.O. GR1F16CJ1CL2

NOTES:

B22
B22

T.O. GR1F16CJ1CL2

NOTES:
This section contains F100PW229 engine data.

ENG
PW/C
C1/PW

T.O. GR1F16CJ1CL2

Engine Malfunctions

ENG
PW/C

1.If . . . . . . . . . . is on, check RPM and FTIT
. . . ENGINE. . . . . . . . indications. If RPM and FTIT
. . . . . . . . . . . indications are normal, land as. . . . . . . . . . . soon as practical.
HOT START (GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . C5/PW
HUNG START/NO START . . . . . . . . . . . . . . . . . . . . . . . . C7/PW
ENGINE AUTOACCELERATION (GROUND) . . . . . . . C7/PW
FIRE/OVERHEAT/FUEL LEAK (GROUND) . . . . . . . . . . C9/PW
ENGINE FAILURE ON TAKEOFF . . . . . . . . . . . . . . . . C11/PW
AB MALFUNCTION ON TAKEOFF . . . . . . . . . . . . . . C13/PW
LOW THRUST ON TAKEOFF OR AT
LOW ALTITUDE (NONAB) . . . . . . . . . . . . . . . . . . C13/PW
ENG FIRE

OVERHEATENGINE FIRE . . . . . . . . . . . . . . . . . . . . C15/PW

OVERHEAT CAUTION LIGHT . . . . . . C17/PW

ENGINE VIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . C19/PW
HYD/OILPRESSOIL SYSTEM MALFUNCTION . . . . . . C19/PW

ZERO RPM/ERRONEOUS RPM INDICATION . . . .
ENGINE STALL RECOVERY . . . . . . . . . . . . . . . . . . . .
ABNORMAL ENGINE RESPONSE . . . . . . . . . . . . . .
NOZZLE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOW ALTITUDE ENGINE FAILURE OR
FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C21/PW
C21/PW
C23/PW
C25/PW
C27/PWSEC

SEC CAUTION LIGHT . . . . . . . . . . . . . C29/PW

ENGINEFAULT

ENGINE FAULT CAUTION LIGHT . . C29/PW

AIRSTART PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . C31/PW
FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . . . . . . . C33/PW

C2/PW

T.O. GR1F16CJ1CL2

NOTES:

C3/PW

5 1/4 " Page

C3/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Hot start - FTIT over 800_C. During engine start, if the FTIT
increases at an abnormally rapid rate through 750_C, a hot
start can be anticipated.
2 Motor engine with JFS until FTIT reaches 200_C or for four
minutes (JFS ground operating limit), whichever occurs first.

C4/PW

5 1/4 " Page

C4/PW

T.O. GR1F16CJ1CL2HOT START (GROUND) 1
1. Throttle - OFF.
2. FTIT indicator - Monitor.
If FTIT remains above 500_C:
3. JFS sw - START 2. 2
END

HOT START (GROUND)C5/PW

5 1/2 " Page

C5/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 DHung start - RPM has stopped increasing below IDLE andFTIT is stabilized at less than 800_C. 
D No start - Lightoff does not occur within 20 seconds.

C6/PW

5 1/2 " Page

C6/PW

T.O. GR1F16CJ1CL2
HUNG START/NO START 1
1. Throttle - OFF. Notify maintenance.
ENGINE AUTOACCELERATION (GROUND)
1. Throttle - OFF.
2. FUEL MASTER sw - OFF.
END

HUNG/NO START/ENG AUTOACC (GND)C7/PW

5 3/4 " Page

C7/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 An engine or JFS fire/overheat can be detected by flames,
smoke, explosion, signal from ground crew, or radio call. FTIT
may exceed 800°C and, if ac power is available, ENG FIRE
warning or OVERHEAT caution light may illuminate.

C8/PW

5 3/4 " Page

C8/PW

T.O. GR1F16CJ1CL2
FIRE/OVERHEAT/FUEL LEAK (GROUND) 1
1.
2.
3.
4.

Throttle - OFF.
JFS sw - OFF.
FUEL MASTER sw - OFF.
ENG FEED knob - OFF (if external power
applied).

If fire continues:
5. Abandon aircraft.
END

FIRE/OVERHEAT/FUEL LEAK (GROUND)

6C9/PW" PageC9/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:

C10/PW

6C10/PW

" PageT.O. GR1F16CJ1CL2ENGINE FAILURE ON TAKEOFF
If conditions permit:
1. Abort.
If conditions do not permit an abort:
1. Zoom.
2. Stores - Jettison (if possible).
3. Eject.
END

ENGINE FAILURE ON TAKEOFF

C11/PW

6 1/4 " Page

C11/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 The chances for a successful AB light with the nozzle open
more than 30 percent are reduced.
2 W With nozzle loss, catastrophic engine failure and fire areprobable with prolonged high power settings above 850_C
FTIT while in SEC.
3 In a partial thrust situation, thrust available may increase as
altitude decreases. 250 kts approximates the airspeed at which
thrust required for level flight is the lowest.
4 FWith a missing nozzle, level flight may not be attainable
above 5000 ft MSL.

FIf descent is required, maintain 250 kts with throttle set at
850_C FTIT.

C12/PW

6 1/4 " Page

C12/PWT.O. GR1F16CJ1CL2
AB MALFUNCTION ON TAKEOFF
If decision is made to stop:
1. Abort.
If takeoff is continued:
1. Throttle - MIL.
2. Stores - Jettison (if required).
LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE(NONAB)If on takeoff and the decision is made to stop:
1. Abort.
If takeoff is continued and/or thrust is insufficient:
1. Throttle - AB. 1
If thrust is still insufficient or AB does not light:
2. ENG CONT sw - SEC. 2 W 3
3. Stores - Jettison (if required).
If nozzle is failed open, damaged, or missing:
4. Airspeed - Climb to arrive at 250 kts or descend
at 250 kts to obtain level flight above minrecommended ejection altitude or min safe
altitude, whichever is appropriate. 4(Cont)AB MALF/LOW THRUST ON T.O./LOW ALTC13/PW

6 1/2 " Page

C13/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
5 C If airspeed drops below 250 kts, trade altitude toreacquire 250 kts. Do not descend below min recommended
ejection altitude or min safe altitude, whichever is appropriate.

C14/PW

6 1/2 " Page

C14/PWT.O. GR1F16CJ1CL2
If level flight cannot be maintained by 1000 ft above
min recommended ejection altitude or min safe alti
tude, whichever is appropriate:
5. Throttle - As required to maintain 250 kts inlevel flight. 5 C
6. Land as soon as possible. Plan a flameout
landing. Refer to FLAMEOUT LANDING, page
C33.
END

C14.1/PW

6 3/8 " Page

C14.1/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Maintain takeoff thrust until min recommended ejection
altitude is attained and then throttle to min practical.
2 If fire occurred in AB, ENG FIRE warning light may notilluminate. Fire should extinguish after throttle is retarded;
however, nozzle damage may result in lower than normal
thrust.
3 Determine if fire detection circuit is functional.

C14.2/PW

6 3/8 " Page

C14.2/PWT.O. GR1F16CJ1CL2ENGINE FIRE
If on takeoff and conditions permit:
1. Abort.
If takeoff is continued:
1. Climb. 1
2. Stores - Jettison (if required).
At a safe altitude:
3. Throttle - Min practical. 2
If ENG FIRE warning light goes off:
4. FIRE & OHEAT DETECT button - Depress. 3
If fire persists:

If fire indications cease:

5. Eject.

5. Land as soon as
possible.

END

END

ENGINE FIRE

C15/PW

6 3/4 " Page

C15/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 If the OVERHEAT caution light goes off, verify the integrityof the detection circuit by depressing the FIRE & OHEAT DETECT
button and land as soon as possible.
2 Determine if fire detection circuit is functional.
3 If the EPU was manually turned on, consider turning it off todetermine if it is the source of the overheat condition. If the
OVERHEAT caution light remains on, the EPU should be turnedback on.
4 External fuel cannot be transferred in OFF or RAM. Consider
jettisoning tanks to decrease drag if range is critical and the
ECS cannot be turned on for short periods of time to transferfuel.
5 W FWith the ECS shut down or the AIR SOURCE knob in
OFF or RAM, the gsuit does not inflate and PBG is disabled.

FWith the AIR SOURCE knob in OFF or RAM, OBOGS is
inoperative. Activate EOS if OXY LOW warning light illuminates
above 10,000 ft cockpit altitude.
6 If in VMC and the ADI and HSI are not required for flight, the
EGI should be considered nonessential.
7 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.

C16/PW

6 3/4 " Page

C16/PWT.O. GR1F16CJ1CL2
OVERHEAT CAUTION LIGHT 1
If OVERHEAT caution light illuminates:
1. Throttle - Min practical.
2. FIRE & OHEAT DETECT button - Depress. 2
If OVERHEAT caution light remains on (or detect cir
cuit checks bad) and EPU is running:
3. EPU sw - OFF (if feasible). 3
If OVERHEAT caution light remains on (or detect cir
cuit checks bad):
4. OXYGEN - 100%.
5. AIR SOURCE knob - OFF. 4 5 W
6. Descend to below 25,000 ft and reduce airspeed to
below 500 kts.
When airspeed is reduced and cockpit is depressu
rized:
7. AIR SOURCE knob - RAM (below 25,000 ft). 45W

8. Nonessential electrical equipment - Off. 6
If OVERHEAT caution light still remains on (or detectcircuit checks bad):
9. TANK INERTING sw - TANK INERTING even
if Halon is not available.
10. LG handle - DN (300 kts/0.65 mach max). (UseDN LOCK REL button if required.) 7 W
11. Land as soon as possible.
END

OVERHEAT CAUTION LIGHT

C17/PW

7 " Page

C17/PW

T.O. GR1F16CJ1CL2OTHER INDICATIONS:D Below 15 psi at IDLE.
D Below 30 psi at MIL.
D Above 95 psi.
D Pressure fluctuations greater than "5 psi at IDLE or "10 psi

above IDLE.

D Lack of oil pressure rise when the rpm is increased.

OTHER CONSIDERATIONS:
1 The rate of oil loss is decreased at low altitudes and low
throttle settings.
2 Monitor hydrazine use. If consumption rate is too high, cycle
EPU sw to OFF, then NORM to conserve hydrazine. Be preparedto place EPU sw back to ON if the engine seizes.
3 C F Throttle movement/rpm change may cause engine
seizure.

F Do not start the JFS if engine seizure has occurred or isanticipated. Starting the JFS may result in no brake/JFS
accumulator pressure for the brakes.
4 Plan to fly an SFO. Refer to FLAMEOUT LANDING, pageC33.

C18/PW

7 " PageC18/PWT.O. GR1F16CJ1CL2ENGINE VIBRATIONS
If vibrations persist:
1. Throttle-Minimum practical.
2. Land as soon as possible.
OIL SYSTEM MALFUNCTION
If an oil pressure malfunction is suspected:
1.
2.
3.
4.
5.

Attain desired cruise altitude. 1
Stores - Jettison (if required).
Throttle - Approx 80 percent rpm.
EPU sw - ON. 2
Throttle - Do not move until landing is assured.
3 C

6. Land as soon as possible. 4
7. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

ENG VIB/OIL SYSTEM MALFUNCTION

C19/PW

7 1/4 " Page

C19/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W Assume engine alternator is inoperative or malfunction
ing. If the engine is shut down, an airstart may not be possible.
2 NonAB stalls may be inaudible.
3 Stalls may be caused by antiice valve failing to close athigh thrust setting (throttle above midrange).
4 W Shutting down the engine with an engine alternator
failure (indicated by zero or erroneously low rpm, illuminated
SEC caution light, illuminated ENGINE warning light, andnormal thrust) results in no ignition for an airstart.
5 If a nonAB stall clears, maintain throttle at midrange or
below unless required to sustain flight.
6 If an AB stall clears, the engine is safe to operate in the IDLE
to MIL range, provided no other abnormal indication isobserved. Attempt further AB operation only if needed tosustain flight.

C20/PW

7 1/4 " Page

C20/PWT.O. GR1F16CJ1CL2
ZERO RPM/ERRONEOUS RPM INDICATION 1 W
If SEC caution light is illuminated:
1. Go to SEC CAUTION LIGHT, page C29.
If SEC caution light is not illuminated:
1. Land as soon as practical.
ENGINE STALL RECOVERY
If an AB stall(s) occurs:
1. Throttle - Snap to MIL.
If AB stalls do not clear orstall(s) occurs below AB: 2
2. Throttle - IDLE.
3. ANTI ICE sw - OFF
when
conditions
permit. 3

If AB stall(s) clears:
2. Throttle-As
required. 6
END

If stalls continue at idle
and engine rpm is lessthan 60 percent with norpm response to throttle
movement:
4. Throttle-OFF. Initiate airstart. Refer
to AIRSTART PROCEDURES,
page
C31. 4 W
If nonAB stall(s) clears:
5. Throttle-Midrange
or below. 5
6. Land as soon as
possible.
END

ZERO RPM/ERR RPM IND/ENG STALL REC

C21/PW

7 1/2 " Page

C21/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:D Engine oscillations.
D Insufficient thrust at MIL (with or without correct indications).
D Lack of response to throttle commands.
D Nozzle indicating or suspected full open or closed.

OTHER CONSIDERATIONS:
1 W F Failure to monitor sink rate and height above terrain
while applying low thrust recovery procedures can result inejection outside ejection seat performance envelope.

F If the throttle is stuck and thrust is suitable for sustained
flight, attempts to free the throttle should be delayed until
within gliding distance of a suitable landing field.
F Jettison stores when necessary to increase flying time
available to complete actions designed to restore thrust.
2 F Transfer to SEC removes stall recovery logic. If SEC isselected while the engine is stalling, a stagnation may occur.

F The ENG CONT sw should not be returned to C DF PRI, DR
NORM after landing in an attempt to open the nozzle anddecrease thrust.
3 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration andprobable engine stalls.
4 Stalls may be caused by the antiice valve failing to close
at high throttle settings (above midrange).
5 Attempts to establish a min practical throttle setting thatprovides sufficient thrust may result in repeated stalls thatclear when the throttle is retarded. Note stalled RPM/throttle
position and attempt to establish a lower throttle setting thatprovides sufficient thrust.
6 Transfer to SEC while supersonic should be accomplishedwith the throttle at MIL; if the throttle can not be retarded to MIL,
transfer to SEC is permissible with the throttle in AB. Subsonictransfers to SEC below 40,000 ft MSL should be accomplishedwith the throttle at midrange or above.

C22/PW

7 1/2 " Page

C22/PWT.O. GR1F16CJ1CL2ABNORMAL ENGINE RESPONSE 1 W 2
If in AB or supersonic:
1. Throttle - MIL. 3 C
If thrust is low and nozzle is suspected to be failed
open, damaged, or missing:
2. Refer to NOZZLE FAILURE, page C25.
If problem still exists:
3. C DF AB RESET sw - AB RESET, then NORM.
4. Airspeed-250 kts (if thrust is too low to sustain
level flight).
If problem still exists:
5. Throttle-IDLE.
6. ANTI ICE sw-OFF. 4
7. Throttle-Slowly advance to min practical. 5
If current thrust will allow a safe landing:
8. Land as soon as possible.
If suitable thrust cannot be attained or thrust is toohigh to permit a safe landing:
8. Throttle-Midrange.
9. ENG CONT sw - SEC. 6
10. Throttle-Min practical.
(Cont)ABNORMAL ENGINE RESPONSE

C23/PW

7 3/4 " Page
C23/PW

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
7 During landing in SEC, idle thrust is approximately twice thatin PRI.
8 C An SFO is not recommended if engine is operating
satisfactorily in SEC.
9 If throttle is stuck, control might be regained by depressing
the cutoff release, rotating the throttle outboard, andapplying necessary force.
10 W Do not start the JFS if engine seizure has occurred or isanticipated or if engine failure is a result of fuel starvation.
Starting the JFS may result in no brake/JFS accumulator
pressure for the brakes.
11 W Delaying engine shutdown can result in a long, fastlanding. Wheel braking is less effective due to lack of WOW andthere is an increased probability of a missed cable
engagement.
12 If throttle is stuck or engine does not respond, shut down
the engine with the FUEL MASTER sw. At MIL, the engine flamesout in approx 6 sec. At IDLE, the engine flames out in approx
45 sec.
13 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOWor if forward stick pressure is held.

C24/PW

7 3/4 " Page
C24/PWT.O. GR1F16CJ1CL2
If current SEC thrust will allow a safe landing.
11. Land as soon as practical. 7 8 C
When landing is assured:
12. Throttle - Verify engine responds normally tothrottle movement from IDLE to MIL; set as
required.
If suitable thrust cannot be attained:
11. ENG CONT sw- C DF PRI, DR NORM.
12. Throttle-AB (if required to sustain level flight).
13. Land as soon as possible.
If thrust is too high to permit a safe landing: 9
11. Plan a flameout landing. Refer to FLAMEOUTLANDING, page C33. 10 W
When prepared to land (normally high key): 11 W
12. Throttle-OFF. 12
13. HOOK sw-DN (if required). 13 W
END

C24.1/PW

7 5/8 " Page

C24.1/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 SEC should only be selected when it becomes apparent thatsufficient thrust cannot be achieved in PRI. SEC eliminates the
additional thrust and the engine protection benefits provided
by the DEEC in PRI. The nozzle loss logic holds the engine in PRI
for these reasons.
2 W With nozzle loss, catastrophic engine failure and fire
are probable with prolonged high power settings above
850_C FTIT while in SEC.
3 C If airspeed drops below 250 kts, trade altitude toreacquire 250 kts. Do not descend below min recommended
ejection altitude or min safe altitude, whichever isappropriate.

C24.2/PW

7 5/8 " Page

C24.2/PWT.O. GR1F16CJ1CL2NOZZLE FAILURE
If thrust is low and a failed open, damaged, or missing
nozzle is suspected:
1. Throttle-MIL or below.
2. Stores-Jettison (if required).
3. Airspeed-250 knots.
If thrust is sufficient to reach a suitable landing field:
4. Land as soon as possible. Plan a flameout landing.
Refer to FLAMEOUT LANDING, page C33.
If unable to reach a suitable landing field and level
flight cannot be maintained by 1000 ft above min recommended ejection altitude or min safe altitude,
whichever is appropriate:
5. ENG CONT sw-SEC. 1
6. Throttle-As required to maintain 250 kts inlevel flight above minimum recommended
ejection altitude or minimum safe altitude,
whichever is appropriate. 2 W  3 C
7. Land as soon as possible. Plan a flameout landing.
Refer to FLAMEOUT LANDING, page C33.
END

NOZZLE FAILURE

C25/PW

8" PageC25/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 If stores jettison is attempted after main and standby
generators drop off line but before EPU generator powers the
SMS (approx 5 seconds delay), stores will not jettison.
2 Visually confirm the stores have jettisoned and jettison
again if required.
3 W Below 4000 ft AGL, there may be insufficient time toperform an airstart prior to min recommended ejection
altitude.

C26/PW

8C26/PW

" PageT.O. GR1F16CJ1CL2LOW ALTITUDE ENGINE FAILURE OR FLAMEOUT
If low altitude engine failure or flameout occurs:
1. Zoom.
2. Stores - Jettison (if required). 1 2
3. Perform airstart (if altitude permits), Refer to
AIRSTART PROCEDURES, page C31. 3 W
END

LOW ALT ENGINE FAILURE OR FLAMEOUT

8 1/4 " Page

C27/PW

C27/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 The ENG CONT sw should not be returned to C DF PRI,DR NORM after landing in an attempt to open the nozzle anddecrease thrust.

2 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration andprobable engine stalls.
3 AB operation is inhibited. Above 40,000 ft MSL, minimize
throttle movement.
4 W If the rpm indication is also zero or erroneously low, theengine alternator may have failed. If the engine is shut down,
an airstart may not be possible.
5 During landing in SEC, idle thrust is approximately twice thatin PRI with a normal nozzle.
6 If ENG BUS FAIL PFL is displayed or has been displayed, MUX
communication with the EDU is no longer possible.
Subsequently, if an engine PFL occurs, the ENGINE FAULT
caution light illuminates but cannot be reset and that PFL
cannot be displayed on the PFLD.
7 This action resets the DEEC and may clear the failure
condition.
8 The failure condition no longer exists if the PFL is not present
during the fault recall.

C28/PW
C28/PW

8 1/4 " Page

T.O. GR1F16CJ1CL2SEC CAUTION LIGHT 1
If SEC caution light illuminates while supersonic:
1. Throttle - Do not retard below MIL until
subsonic. 2 C
When subsonic or if SEC caution light illuminates
while subsonic:
2. Throttle - Verify engine responds normally tothrottle movement from IDLE to MIL; set as
required. 3 4 W
3. ENG CONT sw - SEC.
4. Land as soon as practical. 5
If engine is operating abnormally in SEC:
5. Refer to ABNORMAL ENGINE RESPONSE,
page C23.
ENGINE FAULT CAUTION LIGHT
If ENGINE FAULT caution light illuminates:
1. PFLD-Note PFL(s) displayed. 6
2. C DF FACK, DR FAULT ACK button-Depressto acknowledge fault.
If ENGINE FAULT caution light does not reset when
the fault is acknowledged:
3. Throttle-85 percent RPM or less.
4. Land as soon as possible.
If ENGINE FAULT caution light resets when the fault
is acknowledged:
3. Refer to PILOT FAULT LIST - ENGINE, pageEP6.
4. C DF AB RESET sw-AB RESET, then NORM. 7
5. C DF FACK, DR FAULT ACK button-Depress
to perform fault recall. 8
END

SEC/ENGINE FAULT CAUTION LIGHT

8 1/2 " Page

C29/PW
C29/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 If the throttle is retarded to OFF to clear a stall, it should bemaintained in OFF for a few seconds to allow the stall to clear.
2 W With engine failure or flameout, OBOGS is inoperative.
Activate EOS if OXY LOW warning light illuminates above
10,000 ft cockpit altitude.
3 FTIT will decrease rapidly when throttle is OFF.
4 Above 30,000 ft MSL, dive at 400 kts/0.9 mach. Below
30,000 ft MSL, establish approx 250 kts. When below 20,000ft MSL with the JFS RUN light on and PRI mode confirmed,
airspeed can be reduced to achieve max range or max
endurance ( C 200 or 170, D 205 or 175 kts, respectively,
plus 5 kts per 1000 lb of fuel/store weights and plus 5 kts if
CFT's are installed).
5 F If the JFS sw is erroneously placed to START 1, leave it
there.

F If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2
when the brake/JFS accumulators are recharged. The JFS sw
does not relatch in either start position while the JFS is spoolingdown.
6 If stores jettison is attempted after main generator drops offline but before EPU generator powers the SMS (approx 5 sec
delay), stores will not jettison.
7 Visually confirm the stores have jettisoned and jettison
again if required.
8 F Place the ENG CONT sw to SEC prior to placing thethrottle to midrange, otherwise a start anomaly may result.

F The proximity of the ENG CONT sw to the JFS sw makes the
JFS sw susceptible to being bumped to OFF when selecting SEC.

C30/PW
C30/PW

8 1/2 " Page

T.O. GR1F16CJ1CL2
AIRSTART PROCEDURES 1 2 W
To accomplish an airstart:
1. Throttle - OFF, then midrange. 3
2. Airspeed - As required. 4
3. JFS sw - START 2 below 20,000 ft MSL and below
400 kts. 5
4. Stores - Jettison (if required). 6 7
If a no light, hot start, or stall occurs:
5. Throttle - OFF.
6. ENG CONT sw - SEC if below 30,000 ft MSL (250
kts min). 8
7. Throttle - Midrange.
If a hung start occurs:
8. Airspeed - Increase (max of 400 kts/0.9 mach).
If a hung start continues or there is no throttle response:9. Throttle - OFF when below 30,000 ft MSL.
10. ENG CONT sw - SEC (250 kts min). 8
11. Throttle - Midrange.
(Cont)AIRSTART PROCEDURES

8 3/4 " Page

C31/PW
C31/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
9 C Do not turn JFS or EPU off if indicated rpm is below 60
percent with adequate thrust (e.g., tower shaft failure).
10 Verify MAIN GEN and STBY GEN lights are off.
11 If warning flag(s) is in view, refer to EGI FAILURE, pageF29.
12 If the SEC caution light is on, refer to SEC CAUTION LIGHT,
page C29.

C32/PW
C32/PW

8 3/4 " Page

T.O. GR1F16CJ1CL2
If engine does not respond normally after airstart iscompleted:
12. Refer to FLAMEOUT LANDING, page C33.
If engine responds normally: 9 C
12.
13.
14.
15.

JFS sw - OFF.
ELEC CAUTION RESET button - Depress. 10
EPU sw - OFF, then NORM.
ADI - Check for presence of OFF and/or AUX
warning flags. 11
16. Throttle - As required. 12
17. Land as soon as possible.
18. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

C32.1/PW
C32.1/PW

8 5/8 " Page

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Altitudes (overhead approach):
D High key - 700010,000 ft AGL.
Recommended altitude is C 7000, D 7500 ft AGL plus

500 ft per1000 lb of fuel/store weights and plus 500 ft if
CFT's are installed.

D Low key - 30005000 ft AGL.
Recommended altitude is C 3000, D 3250 ft AGL plus

250 ft per1000 lb of fuel/store weights and plus 250 ft if
CFT's are installed.

D Base key - 2000 ft AGL min.

Altitudes (straightin approach):
D Clean glide - 7000 ft AGL min at 8 nm.
D Lower LG - 40008000 ft AGL at 4 nm.

Delay lowering LG until initial aimpoint is 11_17_ below
the horizon.

2 W Eject if a safe landing cannot be made. Ejection can beaccomplished at any point in the pattern but do not delayejection below 2000 ft AGL in an attempt to salvage aquestionable approach.
3 Increase airspeed by 5 kts per 1000 lb of fuel/store weights
and plus 5 kts if CFT's are installed. This airspeed equates toapprox 7_AOA.
4 During an airstart attempt, do not slow below the minairstart airspeed.

C32.2/PW
C32.2/PW

8 5/8 " Page

T.O. GR1F16CJ1CL2
FLAMEOUT LANDING 1 2 W
1. Stores - Jettison (if required).
2. Airspeed - C 200, D 205 kts. 3 4
3. EPU sw - ON.
(Cont)

C
FUEL/
STORE

ALTITUDEĂ-ĂFEET AGL

KIAS

WT

HI

LOW

LGĆUP

LGĆDN

MIN

1000

7000

3000

200

190

180

2000

7500

3250

205

195

185

3000

8000

3500

210

200

190

4000

8500

3750

215

205

195

5000

9000

4000

220

210

200

6000

9500

4250

225

215

205

7000

10,000

4500

230

220

210

8000

10,500

4750

235

225

215

D
FUEL/
STORE

ALTITUDEĂ-ĂFEET AGL*KIAS**

WT

HI

LOW

LGĆUP

LGĆDN

MIN

0000

7500

3250

205

195

185

1000

8000

3500

210

200

190

2000

8500

3750

215

205

195

3000

9000

4000

220

210

200

4000

9500

4250

225

215

205

5000

10,000

4500

230

220

210

6000

10,500

4750

235

225

215

7000

11,000

5000

240

230

220

8000

11,500

5250

245

235

225

*Add 500 ft (HI) or 250 ft (LOW) if CFT's are installed.
**Add 5 kts if CFT's are installed.

C33/PW
FLAMEOUT LANDING

C33/PW

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
5 W FMin EPU fuel quantity without (with) JFS running:
D Overhead approach at high key - 25 (20) percent.
D Straightin approach:S 8 nm - 45 (40) percent.
S 4 nm - 25 (20) percent.

FThe JFS alone does not provide adequate hydraulic pressure
to land the aircraft.
FDo not start the JFS if engine seizure has occurred or isanticipated or if engine failure is a result of fuel starvation.
Starting the JFS may result in no brake/JFS accumulator
pressure for the brakes.
6 FIf engine is not operating, consider placing the FUELMASTER sw to OFF if a fuel leak exists. This action may conserve
fuel for the JFS.

FIf the JFS is erroneously placed to START 1, leave it there.
FIf the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2 when
the brake/JFS accumulators are recharged. The JFS sw does not
relatch in either start position while the JFS is spooling down.
7 W FDo not delay lowering LG below 2000 ft AGL.

FIf LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
8 Alternate LG extension can be used up to 300 ks; however, the
NLG may not fully extend until 190 ks. Time above 190 kts should
be minimized in case there is a leak in the pneumatic lines.
9 C FNWS is not available following alternate LG extension.

FDo not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
10 Increase airspeed by 5 kts per 1000 lb of fuel/store weights
and plus 5 kts if CFT's are installed.
11 W Do not allow airspeed to decrease below C 180, D 185

kts, plus 5 kts per 1000 lb of fuel/store weights and plus 5 kts
if CFT's are installed.
12 C FBrakes should be applied in a single, moderate, andsteady application without cycling the antiskid.

FBrake pedal deflection of 1/16 inch activates the brakes andbleeds the brake/JFS accumulators. To avoid brake activation andloss of accumulator fluid, do not rest feet on the brake pedals.
FDo not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer theaircraft.

C34/PW
C34/PW

T.O. GR1F16CJ1CL2
4. JFS sw - START 2 below 20,000 feet MSL andbelow 400 knots. 5 W 6
5. AIR SOURCE knob - RAM (below 25,000 ft
MSL).
6. DEFOG lever - Forward.
7. LG handle - DN. (Use DN LOCK REL button if
required.) 7 W
8. ALT GEAR handle - Pull (if required) (190 kts
max, if practical). 8 9 C
9. Airspeed - C 190, D 195 kts optimum in pattern.
10 11 W

After touchdown:
10. DRAG CHUTE sw - DEPLOY (if required).
11. HOOK sw - DN (if required).
If brake/JFS accumulator braking is used:
12. Stop straight ahead and engage parking brake.
12 C

13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

C34.1/PW
C34.1/PW

8 7/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

C34.2/PW
C34.2/PW

8 7/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

FUEL/HYD

D

D1

T.O. GR1F16CJ1CL2

Fuel/Hydraulic Malfunctions
RED ZONE ON
AL POINTER

FUEL IMBALANCE . . . . . . . . . . . . . D5

FWD
FUEL LOW

AND/OR

FUEL LOW . . . . . . . . . . . . . . . . . . . . D7

AFT
FUEL LOW

FUEL/HYDTOTALIZER
AND
POINTERS DO
NOT AGREEBELOW 5700
( D4500) LB

D

TRAPPED EXTERNAL FUEL . . . . . . D9

INT WING &CFT QUANTITYGREATER
THAN 700 LB
AND
FUSELAGE
TRAPPED CFT FUEL . . . . . . . . . . . D21
FUEL
DECREASING
AND
EXTERNALTANK EMPTYABNORMALLY
DECREASINGTOTALIZER
FUEL/OILHOTFUEL LEAK . . . . . . . . . . . . . . . . . . . D11

HOT FUEL/OIL ORGRAVITY FEED . . . . . . . . . . . . . . . D13

FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . . . . GO TO C33

D2

T.O. GR1F16CJ1CL2
HYD/OILSINGLE HYDRAULICFAILURE . . . . . . . . . . . . . . . . . . . . . D15

PRESS
FLCS
FAULT

ONE HYD PRESS INDICATOR LOWEPU RUN LIGHT OFF
ISA ALL FAIL PFL
HYD/OILDUAL HYDRAULICFAILURE . . . . . . . . . . . . . . . . . . . . . D17

PRESS
FLCS
FAULT

B HYD PRESS INDICATOR LOWEPU RUN LIGHT ON
ISA ALL FAIL PFL
HYD/OIL
PRESS
ELEC
SYS

SYSTEM B AND
GENERATOR FAILURE(PTO SHAFT) . . . . . . . . . . . . . . . . . D19

FLCS
FAULT
FLCS PMG

STBY GEN

MAIN GENB HYD PRESS INDICATOR LOWEPU RUN LIGHT ON
ISA ALL FAIL PFL
D3

6 3/4 " Page

D3

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 A fuel imbalance when not carrying an external fuel tank(s)indicates a system malfunction. A fuel imbalance whencarrying an external fuel tank(s) may be the result of normal
system operating tolerances.
2 FAny correction required per total fuel quantity usage
with internal fuel only indicates a system malfunction.

FMore than one correction per total fuel quantity usage witheither a 300gallon fuel tank or two 370gallon fuel tanks
indicates a system malfunction.
FMore than two corrections per total fuel quantity usage witheither a 300gallon fuel tank and two 370gallon fuel tanks or
two 600gallon fuel tanks indicate a system malfunction.
FMore than three corrections per total fuel quantity usage witha 300gallon fuel tank and two 600gallon fuel tanks indicate asystem malfunction.
FPlacing the ENG FEED knob to either FWD or AFT duringexternal tank fuel transfer may cause some fuel to enter empty
CFT's.
3 W Limit fuel flow to the min required to sustain flight while
the cause is determined. Avoid negative g flight when either
reservoir is not full.
4 W Aft fuel heavy (red portion of AL pointer showing) results
in increased susceptibility to departure and deep stallconditions. Limit AOA and avoid max command rolling
maneuvers.
5 Indicated by abnormally high fuel flow, by totalizer
decreasing at abnormal rate, or by visual means.
6 Use the FUEL QTY SEL knob to determine if a trapped fuelcondition exists. Refer to TRAPPED EXTERNAL FUEL, page D9,
if required.

D4

6 3/4 " Page

D4

T.O. GR1F16CJ1CL2
FUEL IMBALANCE 1  2
If fuel imbalance is indicated by AL and FR pointerswith FUEL QTY SEL knob in NORM:
1. Fuel flow - Reduce to the min required to sustain
flight below 6000 pph. 3 W
If aft fuel imbalance exists (aft CG):
2. AOA - 15_ max. 4 W
If a fuel leak is suspected: 5
3. Go to FUEL LEAK, page D11.
If a fuel leak is not suspected:
4. Fuel quantities - Check. 6(Cont)

FUEL IMBALANCED57 " PageD5

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
7 Use only to correct a forward and aft fuselage fuelimbalance and not to correct imbalances between reservoirs.
Do not exceed 25,000 pph fuel flow while balancing fuel.
8 C If twopoint aerodynamic braking is used with an aft CG,
pitch overshoots may occur and the nozzle, speedbrakes, andventral fins may contact the runway.
9 A NVP TFR FAIL PFL and a flyup can occur when NORM isreselected while operating in TFR.

D67 " PageD6

T.O. GR1F16CJ1CL2
5. ENG FEED knob - FWD or AFT. 7
If imbalance is not cor
rected:If proper distribution is
attained:

6. Land as soon aspractical. 8 C

6. ENG FEED knob NORM. 9
7. Fuel balance - Moni
tor.

END

END

D6.1

6 7/8 " Page

D6.1

T.O. GR1F16CJ1CL2OTHER INDICATIONS:
D A fuel low caution light may be caused by a fuel leak, trapped

external fuel, trapped CFT fuel, a fuel imbalance between theforward and aft systems, prolonged AB operation, or a fuelsensing problem.

D The FWD FUEL LOW and AFT FUEL LOW caution lights

indicate reservoir tank quantities are less than:
C

D

FWD

400 pounds

FWD

250 pounds

AFT

250 pounds

AFT

400 pounds

OTHER CONSIDERATIONS:
1 W Limit fuel flow to the min required to sustain flight while
the cause of the fuel low light(s) is determined. Avoid negative
g flight when either reservoir is not full.
2 A NVP TFR FAIL PFL and a flyup can occur when NORM isreselected while operating in TFR.
3 Leave FUEL QTY SEL knob out of NORM if FUEL quantity
indicator displays erroneous information.
4 Fuel flow indications may fluctuate with either reservoir
empty.
5 Consider an SFO. Refer to FLAMEOUT LANDING, pageC33.
6 Indicated by abnormally high fuel flow, by totalizer
decreasing at abnormal rate, or by visual means.

D6.2

6 7/8 " Page

D6.2

T.O. GR1F16CJ1CL2
FUEL LOW
If FWD FUEL LOW and/or AFT FUEL LOW caution
light illuminates:
1. Fuel flow - Reduce to the min required to sustain
flight below 6000 pph. 1 W
2. ENG FEED knob - NORM. 2
3. FUEL QTY SEL knob - RSVR. 3
If either or both reservoirtanks are low: 4

If reservoir tanks indicate full:

4. Land as soon as
possible. 5

4. FUEL QTY
knob - TEST.

If a fuel leak is suspected:

If AL and/or FR pointerstest bad, or FUEL quantity indicator is inopera
tive:

6

5. Go to FUEL LEAK,
page D11.
(Cont)SEL

5. Land as soon as
possible. 5(Cont)

FUEL LOWD7

7 1/4 " Page

D7

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
7 A fuel line between the reservoir and FFP may be ruptured,causing fuel to cycle between tanks in the same system.
8 Monitor reservoir tanks to insure they are maintained full.

D8

7 1/4 " Page

D8

T.O. GR1F16CJ1CL2
If external fuel has nottransferred:

If AL and FR pointers test
good:

6. Go to TRAPPEDEXTERNAL FUEL,
page D9.

6. Individual fuel quantities - Check andcompare with total
izer. 8
7. Land as soon aspractical.

If CFT fuel has not completely transferred:
7. Go to TRAPPED CFT
FUEL, page D21.

END

If forward and aft fuselage fuel is not properly
balanced:
8. Go to FUEL IMBALANCE, page D5.
If fuel is properly bal
anced: 7
9. Land as soon as
possible.
END

D8.1

7 1/8 " Page

D8.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W FA TRP FUEL indication in the HUD may be a symptomof an external fuel leak. If a fuel leak is suspected (indicatedby abnormally high fuel flow, by totalizer decreasing at
abnormal rate, or by visual means), refer to FUEL LEAK, pageD11.

FWith trapped external fuel, the totalizer does not indicate
total usable fuel. Usable fuel is the totalizer quantity less theexternal fuel quantity. 
2 If either INT WING & CFT indication is greater than 700 lb
and an external tank is empty, go to TRAPPED CFT FUEL, pageD21.
3 Repeating or undoing any steps may delay transfer.
4 This action usually increases ECS air pressure for externalfuel transfer.
5 Selecting WING FIRST bypasses electrical components
that, if malfunctioning, can prevent fuel transfer fromexternal wing tanks, the centerline tank, or all three externaltanks. With a three tank configuration, the first indicationthat the centerline tank is feeding is after the external wingtanks are emptied.
6 A NVP TFR FAIL PFL and a flyup can occur when NORM isreselected while operating in TFR.
7 Open or close AR door at or below 400 kts/0.85 mach.
8 The time required to observe fuel transfer if the malfunction
is corrected can vary from 13 minutes (for a full centerlinetank) to 1012 minutes (for three external tanks with 500 lb fuelin each) if reservoir tanks are full (i.e., both air ejectors are off).
9 W If a trapped external fuel condition is not discovered until
either reservoir tank is less than full or a fuel low light is on,
sufficient fuel transfer from the external tank(s) may not occur
even if the malfunction is corrected. Consider fuselage fuel tobe the only usable fuel.
10 If trapped external fuel occurs after air refueling andcompletion of checklist steps did not correct the malfunction,
consider descending well below the freezing level tounfreeze the external pressurization and vent valve. Cycling
the AR door at lower altitude may restore normal operation.

D8.2

7 1/8 " Page

D8.2

T.O. GR1F16CJ1CL2
TRAPPED EXTERNAL FUEL 1 W 2
Accomplish steps 1 through 8 and 9 (if required) without delay: 3
1. Fuel flow - Minimize.
2. AIR REFUEL sw - Confirm in CLOSE.
3. AIR SOURCE knob - Confirm in NORM or
DUMP.
4. TEMP knob - MAN and adjust for comfort. 4
5. TANK INERTING sw - TANK INERTING to
reduce internal tank pressurization.
6. EXT FUEL TRANS sw - WING FIRST. 5
7. ENG FEED knob - NORM. 6
8. Stick - Pulse aircraft in pitch several times byapplying differential g forces of approx " 2g.
If the AIR REFUEL sw was initially found in CLOSE(step 2), perform step 9. If the AIR REFUEL sw was
initially found in OPEN (step 2), omit step 9.
9. AIR REFUEL sw - OPEN (1 sec), then CLOSE. 7
10. External tank fuel quantity - Monitor. 8  9 W
10

11. Stores - Jettison (if required).
END

TRAPPED EXTERNAL FUELD9

7 1/2 " Page

D9

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Indicated by abnormally high fuel flow, by totalizer
decreasing at abnormal rate, or by visual means.
2 If a suitable landing field is not within gliding distance,
consider increasing airspeed and altitude (without the use ofAB) to maximize range by using fuel which would otherwise be
lost.
3 W Avoid negative g flight when either reservoir is not full.
4 Leak is in the engine feed line or engine components.
5 Consider stores jettison if range is critical. Consider an SFO.
Refer to FLAMEOUT LANDING, page C33.
6 A NVP TFR FAIL PFL and a flyup can occur when NORM isreselected while operating in TFR.
7 This action stops automatic forward fuel transfer.
8 Consider stores jettison if range is critical.
9 W Aft fuel heavy (red portion of AL pointer showing) results
in increased susceptibility to departure and deep stallconditions. Limit AOA and avoid max command rolling
maneuvers.
10 C If twopoint aerodynamic braking is used with an aft CG,
pitch overshoots may occur and the nozzle, speedbrakes, andventral fins may contact the runway.

D10

7 1/2 " Page

D10

T.O. GR1F16CJ1CL2
FUEL LEAK
If a fuel leak is suspected: 1
1. Range - Maximize. 2  3 W
If fuel flow is abnormallyhigh:
2. ENG FEED knob OFF. 4
3. Land as soon as
possible. 5
END

If fuel flow is normal:
2. ENG FEED knob NORM. 6
If leak is from the forward
system:3. FUEL QTY SEL
knob - Out of
NORM. 7
If external tanks containfuel:
4. TANK INERTING
sw - TANK INERTING to reduce inter
nal tank pressuriza
tion.
If external tanks are notinstalled or when they are
empty:
5. AIR REFUEL sw OPEN.
6. Land as soon as
possible. 8
If aft fuel imbalance
exists (aft CG):
7. AOA - 15_ max. 9 W
10 C

END

FUEL LEAK

D11

7 3/4 " Page
D11

T.O. GR1F16CJ1CL2OTHER INDICATIONS:D Main and standby generator failure with either hydraulicsystem A or FFP failure.

OTHER CONSIDERATIONS:
1 W FEngine flameout may occur at low fuel flow rates
when in a hot fuel situation.

FEngine flameout may occur when either reservoir tank
empties if a gravity feed condition exists.
2 Minimize aircraft maneuvering for duration of flight.
3 Consider an SFO. Refer to FLAMEOUT LANDING, page
C33.

D12

7 3/4 " Page
D12

T.O. GR1F16CJ1CL2HOT FUEL/OIL OR GRAVITY FEEDIf FUEL/OIL HOT caution light illuminates or gravity
feed situation exists: 1 W
1.
2.
3.
4.

AIR REFUEL sw - Check CLOSE.
TANK INERTING sw - Check OFF.
Altitude - 10,000 ft max (if practical). 2
Fuel flow - 4000 pph min until landing is assured
when in a hot fuel situation.

If FUEL/OIL HOT caution light goes off:
5. Land as soon aspractical.
END

If FUEL/OIL HOT caution light remains on or
gravity feed situation
exists:5. Land as soon as
possible. 3
END

HOT FUEL/OIL OR GRAVITY FEED

8

D13

" PageD13

T.O. GR1F16CJ1CL2
INOPERATIVE EQUIPMENT:D HYD SYS A - Speedbrakes, FFP.
D HYD SYS B - Normal braking, NWS, AR door, gun, normal

LG extension.

OTHER INDICATIONS:D A hydraulic system failure is indicated by illumination of the

HYD/OIL PRESS warning light, FLCS FAULT caution light, andISA ALL FAIL PFL.

OTHER CONSIDERATIONS:
1 W If hydraulic failure is due to structural damage (e.g., battle
damage, midair collision, bird strike, fire, or hard landing), theother system may be damaged and failure can occur with little
warning. The HYD PRESS indicator may show normal pressure
until system fluid is depleted.
2 Make smooth control inputs and plan to fly a straightinapproach.
3 Fuel distribution must be controlled manually.
4 EPU RUN light on may indicate a dual hydraulic or PTO shaft
failure.
5 Alternate LG extension can be used up to 300 kts; however,
the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.
6 C FNWS is not available following alternate LG extension.

F Do not depress the ALT GEAR reset button while pulling the ALT
GEAR handle. This action may preclude successful LG extension.
7 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
8 Braking is available using brake/JFS accumulators only. To
avoid brake activation and loss of brake/JFS accumulator
pressure, do not rest feet on brake pedals. If the brake/JFS
accumulators are depleted or if directional control may be a
problem, consider an approachend arrestment. Refer to
CABLE ARRESTMENT, page F11.
9 C F Brakes should be applied in a single, moderate, andsteady application without cycling the antiskid.

F Brake pedal deflection of 1/16 inch activates the brakes andbleeds the brake/JFS accumulators. To avoid brake activationand loss of brake/JFS accumulator pressure, do not rest feet on
brake pedals.
F Do not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer theaircraft.

D148
D14

" PageT.O. GR1F16CJ1CL2
SINGLE HYDRAULIC FAILURE 1 W
System A Failure
1. Land as soon as practical. 2
2. System B HYD PRESS indicator - Monitor.
3. Fuel balance - Monitor. 3
System B Failure 4
1. Land as soon as practical. 2
2. ALT GEAR handle - Pull (190 kts max, if
practical). 5 6 C
3. LG handle - DN. (Use DN LOCK REL button if
required.) 7 W
4. HOOK sw - DN (if required). 8
After landing:
5. Stop straight ahead and engage parking brake.
9 C

END

SINGLE HYDRAULIC FAILURE

8 1/4 " Page

D15
D15

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:D Sluggishness or lack of response to flight control inputs;

decreasing hydraulic pressures.

D A hydraulic system failure is indicated by illumination of the

HYD/OIL PRESS warning light, FLCS FAULT caution light, andISA ALL FAIL PFL.

MAJOR INOPERATIVE EQUIPMENT:D HYD SYS B - Normal braking, NWS, AR door, gun, andnormal LG extension.

OTHER CONSIDERATIONS:
1 Before landing, confirm that the EPU operates (EPU run lighton) with the throttle in IDLE. If the EPU run light goes off, refer
to ABNORMAL EPU OPERATION, page A17.
2 Make smooth control inputs and plan to fly a straightinapproach.
3 Alternate LG extension can be used up to 300 kts; however,
the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.
4 C FNWS is not available following alternate LG extension.

FDo not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
5 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
6 Braking is available using brake/JFS accumulators only. To
avoid brake activation and loss of brake/JFS accumulator
pressure, do not rest feet on brake pedals. If the brake/JFS
accumulators are depleted or if directional control may be a
problem, consider an approachend arrestment. Refer to
CABLE ARRESTMENT, page F11.
7 C FBrakes should be applied in a single, moderate, andsteady application without cycling the antiskid.

FBrake pedal deflection of 1/16 inch activates the brakes andbleeds the brake/JFS accumulators. To avoid brake activationand loss of brake/JFS accumulator pressure, do not rest feet on
brake pedals.
FDo not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer theaircraft.

D16
D16

8 1/4 " Page

T.O. GR1F16CJ1CL2
DUAL HYDRAULIC FAILURE
1. EPU sw - ON (if EPU run light is off).
2. System A HYD PRESS indicator - Checkpressure increasing.
If hydraulic pressure does not increase or control re
sponse is lost:
3. Eject.
If system A hydraulic pressure is restored:
3. EPU run light - Check light on at idle thrust. 1
4. Land as soon as possible. 2
5. ALT GEAR handle - Pull (190 kts max, if
practical). 3 4 C
6. LG handle - DN. (Use DN LOCK REL button if
required.) 5 W
7. HOOK sw - DN (if required). 6
After landing:
8. Stop straight ahead and engage parking brake.
7 C

9. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

DUAL HYDRAULIC FAILURE

8 1/2 " Page

D17D17

T.O. GR1F16CJ1CL2
MAJOR INOPERATIVE EQUIPMENT:D MAIN GEN - FCR, MFD's, FCC.
D HYD SYS B - Normal braking, NWS, AR door, gun, andnormal LG extension.

D STBY GEN/FLCS PMG.
D Go to EMERGENCY POWER DISTRIBUTION, page A20, forother systems lost.

OTHER CONSIDERATIONS:
1 C Stall protection may be lost. Do not retard throttle
below MIL until subsonic.
2 If warning flag(s) is in view, refer to EGI FAILURE, page F29.
3 Before landing, confirm that the EPU operates (EPU run lighton) with the throttle in IDLE. If the EPU run light goes off, refer
to ABNORMAL EPU OPERATION, page A17.
4 Make smooth control inputs and plan to fly a straightinapproach.
5 Alternate LG extension can be used up to 300 kts; however,
the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumaticlines.
6 C FNWS is not available following alternate LG extension.

FDo not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.

D18
D18

8 1/2 " Page

T.O. GR1F16CJ1CL2
SYSTEM B AND GENERATOR FAILURE (PTO SHAFT)
1. EPU sw - ON (if EPU run light is off).
If EPU run light is off and control response is lost:
2. Eject.
If EPU run light is on:
3. Throttle - As required. 1 C
4. ADI - Check for presence of OFF and/or AUX
warning flags. 2
5. Fuel balance - Monitor.
6. EPU run light - Check light on at idle thrust. 3
7. Land as soon as possible. 4
8. ALT GEAR handle - Pull (190 kts max, if
practical). 5 6 C(Cont)SYS B AND GEN FAIL (PTO SHAFT)

8 3/4 " Page

D19
D19

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
7 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
8 Braking is available using brake/JFS accumulators only. To
avoid brake activation and loss of brake/JFS accumulator
pressure, do not rest feet on brake pedals. If the brake/ JFS
accumulators are depleted or if directional control may be a
problem, consider an approachend arrestment. Refer to
CABLE ARRESTMENT, page F11.
9 C FBrakes should be applied in a single, moderate, andsteady application without cycling the antiskid.

FBrake pedal deflection of 1/16 inch activates the brake/JFS
accumulators. To avoid brake activation and loss ofaccumulator fluid, do not rest feet on the brake pedals.
FDo not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer theaircraft.

D20
D20

8 3/4 " Page

T.O. GR1F16CJ1CL2
9. LG handle - DN. (Use DN LOCK REL button if
required.) 7 W
10. HOOK sw - DN (if required). 8
After landing:11.

Stop straight ahead and engage parking
brake. 9 C
12. EPU sw - OFF.
13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F13.
END

D20.1
D20.1

8 5/8 " Page

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W FWith trapped CFT fuel, the totalizer does not indicate
usable fuel. Until fuel transfer can be established, fuselage fuelis the only available usable fuel.

FIf a trapped CFT fuel condition is not discovered until either
reservoir tank is less than full or a fuel low light is on, sufficientfuel transfer from the CFT may not occur even if the malfunction
is corrected. Consider fuselage fuel to be the only usable fuel.
2 If INT WING & CFT quantity remains greater than 700 lb andfuselage fuel is decreasing and an external tank is empty, fuelis trapped in the CFT.
3 Open or close AR door at or below 400 kts/0.85 mach.
4 Opening the AR door for 1 min vents pressure that may
prevent transfer of CFT fuel.
5 Opening the AR door depressurizes external tanks andremoves the cause of trapped CFT fuel. It may take from 1 min(centerline tank) to 4 min (centerline tank and two 600gallon
fuel tanks) for external tank air pressure to decrease to zero.
With the air source removed, CFT fuel can be transferred. The
wing turbine pump capability limits the transfer rate of CFT fuelfrom the internal wings to the fuselage.
6 The time required to observe fuel transfer can vary from1025 min after AR door is opened. Because CFT fuel is
combined with internal wing fuel, the INT WING & CFT quantity
will not immediately decrease. As fuel transfers, the INT WING
& CFT quantity indication may be very erratic with jumps of 200
lb. CFT fuel transfer is best determined by observing a reduction
in fuselage fuel usage or an increase in fuselage fuel.
7 If no fuel transfer is apparent after 10 min with AR door
open, consider descending. A descent of 1/3 of the altitude
available may speed up the process by increasing air pressure
behind the CFT fuel.
8 Closing the AR door repressurizes the external tank(s).
Repessurization may be slow because of the failed externaltank and may not be sufficient to obtain normal external tanktransfer rate. With EXT TANK TRANS sw in CFT FIRST/NO FILL,
the CFT's will remain empty.
9 Jettison of the failed empty external tank will immediately
remove the source of air trapping the CFT fuel. Jettison does not
improve the fuel transfer rate. However, once the failed tank isremoved, the AR door can be closed so that the fuel systempressure will increase and improve the CFT transfer rate. Fuelin any remaining external tank(s) may also transfer to fill theinternal wing.

D20.2
D20.2

8 5/8 " Page

T.O. GR1F16CJ1CL2
TRAPPED CFT FUEL 1 W
1. Fuel flow - Minimize.
2. EXT FUEL TRANS sw - CFT FIRST/NO FILL.
3. FUEL QTY SEL knob - Check all positions. 2
If FWD FUEL LOW and/or AFT FUEL LOW caution
light is on:4. Stores - Retain any external tank containing
fuel; jettison any empty external tank and otherstores. Refer to JETTISON, page F27.
5. AIR REFUEL sw - OPEN for 1 min then CLOSE.
3 4

If FWD FUEL LOW and AFT FUEL LOW caution
lights are off:
4. AIR REFUEL sw - OPEN. 3 5
5. Fuel quantities - Monitor. 6 7
When each INT WING & CFT quantity is less than
200 LB:
6. AIR REFUEL sw - CLOSE. 8
If fuselage fuel is not sufficient to recover the aircraft: 9
7. Jettison empty external tank(s).
8. AIR REFUEL sw - CLOSE.
END

D21
TRAPPED CFT FUEL

D21

T.O. GR1F16CJ1CL2

NOTES:

D22
D22

T.O. GR1F16CJ1CL2

NOTES:

LG
E

E1

T.O. GR1F16CJ1CL2

Landing Gear MalfunctionsLG

LG HANDLE WILL NOT RAISE . . . . . . . . . . . . . . . . . . . . . . . E5
LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E7
BLOWN TIRE ON TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . E7
LANDING WITH A BLOWN TIRE . . . . . . . . . . . . . . . . . . . . . E9
LG HANDLE WILL NOT LOWER . . . . . . . . . . . . . . . . . . . . . E11
LG FAILS TO EXTEND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E11
ALTERNATE LG EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . E13
LANDING WITH LG UNSAFE/UP . . . . . . . . . . . . . . . . . . . E15
BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO TO F7NLG WOW SWITCH FAILURE . . . . . . . . . . . . . . . GO TO F31

E

E2

NWS
FAIL

NWS FAILURE/
HARDOVER . . . . . . . . . . . . . GO TO F15

ANTI
SKID

ANTISKID
MALFUNCTION . . . . . . . . . . . . GO TO F9

T.O. GR1F16CJ1CL2

NOTES:

E3

7 1/2 " Page

E3

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 TO/LDG CONFIG light is on if left MLG WOW sw has failed.
2 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
3 C Touchdown antiskid protection may not be available.
Landing with feet on the brake pedals may result in blowntire(s).

E4

7 1/2 " Page

E4

T.O. GR1F16CJ1CL2
LG HANDLE WILL NOT RAISE
If conditions permit:
1. Airspeed - 300 kts max.
2. GW - Reduce prior to landing.
If LG must be raised:
1. LG handle DN LOCK REL button - Depress.
2. LG handle - UP. 1
When desired:
3. LG handle - DN. (Use DN LOCK REL button if
required.) 2 W
After touchdown:
4. Brakes - Apply after wheels spin up. 3 C
END

LG HANDLE WILL NOT RAISE

E5

7 3/4 " Page
E5

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W If LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
2 C Do not cycle the LG handle. Damage to LG or LG doors
may result.
3 W Aborting takeoff at high speed with a blown tire may be
more dangerous than continuing takeoff. For heavy weighttakeoffs, an abort at high speed with a blown tire is extremely
dangerous because braking and directional control are
impaired.
4 The decision to take off or abort depends on the speed at thetime of the failure, GW, stopping distance required, andarresting gear availability.
5 W If a blown NLG tire occurred and NWS is not available,
it may not be possible to prevent departure from the runway.
A reverse castering effect may occur in which the nosewheel
moves opposite to the rudder or differential braking input.
6 C With a blown tire, avoid centerline lights as they may
cause wheel damage and subsequent loss of directional
control. Failure to use full aft stick with a blown NLG tire maylead to wheel failure and directional control problems.

E6

7 3/4 " Page
E6

T.O. GR1F16CJ1CL2
LG FAILS TO RETRACT
1. Airspeed - 300 kts max.
2. LG handle - DN. (Use DN LOCK REL button if
required.) 1 W
If LG comes down normally:
3. GW - Reduce prior to landing.
If LG does not indicate down: 2 C
4. Go to ALTERNATE LG EXTENSION, page E13.
BLOWN TIRE ON TAKEOFF 3 W 4 5 W 6 C
If takeoff is not feasible:
1. Abort.
If takeoff is continued:
1. LG - Do not retract.
2. Airspeed - 300 kts max.
3. Refer to LANDING WITH A BLOWN TIRE, page
E9.
END

LG FAILS TO RETRACT/BLOWN TIRE ON T.O.

8

E7

" PageE7

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 C With a blown tire, avoid centerline lights as they may
cause wheel damage and subsequent loss of directional
control.
2 Retain empty external fuel tanks.
3 W Failure to depressurize external fuel tank(s) significantly
increases the probability of tank explosion and fire if the aircraft
departs the runway.
4 Delay placing the AIR REFUEL sw to OPEN until all externaltanks are empty.
5 Use of antiskid minimizes skidding on good tire during
braking.
6 An approachend arrestment is recommended. Refer to
CABLE ARRESTMENT, page F11.
7 If no approachend cable is available, land on the side of
runway away from the blown tire.
8 The NWS light does not illuminate when NWS is engaged
if the AIR REFUEL sw is in OPEN.
9 Plan to land with approx 1500 lb of fuel on board.
10 At 3000 lb fuel remaining, place ENG FEED knob to FWD.
When forward reservoir is empty, place ENG FEED knob to
NORM. (Emptying forward tank system takes approx C 15
minutes, D 9 minutes if fuel flow is 4000 pph. When forwardtank system empties, the fuel in aft tank system isapprox C 2000 lb, D 2400 lb.)
11 W Failure to depressurize external fuel tank(s) significantly
increases the probability of tank explosion and fire if the nose
gear collapses during the arrestment.
12 An approachend cable arrestment with the nosewheel off
the runway is recommended. Refer to CABLE ARRESTMENT,
page F11.

E88E8

" PageT.O. GR1F16CJ1CL2LANDING WITH A BLOWN TIRE 1 C
Landing With A Blown Main Gear Tire
Prior to landing:
1. Stores - Jettison. Refer to JETTISON, page F27.
2

2. GW - Reduce (if practical).
3. TANK INERTING sw - TANK INERTING even
if Halon is not available.
4. AIR REFUEL sw-OPEN, if external fueltank(s) is installed. 3 W 4
5. ANTISKID sw - ANTISKID. 5
6. HOOK sw - DN. 6
7. Final approach AOA - 13_.
If a missed approachend cable arrestment occurs or
no approachend cable is available: 7
8. NWS - Engage (if required). 8
9. Brake - As desired on good tire.
Landing With A Blown Nose Gear Tire
Prior to landing:
1. Stores - Jettison. Refer to JETTISON, page F27.
2

2. GW - Reduce (if practical). 9
3. Fuel distribution - All fuel in aft tank system (ifpractical). 10
4. TANK INERTING sw - TANK INERTING even
if Halon is not available.
5. AIR REFUEL sw-OPEN, if external fueltank(s) is installed. 11 W
6. HOOK sw - DN.12
7. Final approach AOA - 13º.
(Cont)LANDING WITH A BLOWN TIRE

8 1/4 " Page

E9
E9

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
13 W With a blown NLG tire and loss of NWS, it may not be
possible to prevent departure from the runway. A reverse
castering effect may occur in which the nosewheel moves
opposite to the rudder or differential braking input.
14 The max allowable fuel flow with one reservoir empty is
25,000 pph.

E10E10

8 1/4 " Page

T.O. GR1F16CJ1CL2
After touchdown:
8. Stick - Lower nose to approx 5º pitch attitude forarrestment.
After cable engagement:
9. Stick - Apply aft stick after nose starts down to
reduce load on the NLG.
If a missed cable engagement occurs:
10. Maintain pitch attitude and go around. 13 W  14
END

E10.18 1/8 " Page

E10.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Nozzle remains closed, resulting in higher than normal
landing thrust.
2 After a successful alternate gear extension with the landing
gear handle still up, the LG handle warning light remains on
to indicate the position of the gear handle is not in agreementwith the actual gear position.
3 If alternate LG extension was performed and one or more
LG indicate unsafe, refer to ALTERNATE LG EXTENSION, pageE13.
4 C If the LG previously failed to retract, do not cycle the LG
handle. Damage to the LG or LG doors may preclude successful
extension.
5 W If at anytime, an LG intermittently indicates unsafe (i.e.
WHEELS down light off and LG handle warning light on), theovercenter lock on the LG drag brace assembly may not befunctioning properly. The LG may appear down, but the LG
may collapse during landing. Plan on using the LG unsafe/up
procedures even if the LG eventually indicates normal. Refer
to LANDING WITH LG UNSAFE/UP, this section.
6 C If the LG previously failed to retract, do not cycle the LG
handle. Damage to the LG or LG doors may preclude successful
extension.
7 If the NLG WHEELS down light is off, confirmation of the NLG
position can be made by checking landing/taxi light operation.
Illumination of either light confirms that the NLG is down. With
the NLG WHEELS down light off, NWS may be inoperative(without a NWS FAIL caution light).
8 From the front cockpit, the top of the speedbrakes should beslightly above a line drawn from the tip of the horizontal tail tothe top of the vertical tail root fairing.
9 C If RMLG WHEELS down light is off, speedbrakes may not
be limited to 43°.

E10.2E10.2

8 1/8 " Page

T.O. GR1F16CJ1CL2
LG HANDLE WILL NOT LOWER
If LG handle cannot be lowered normally:
1. DN LOCK REL button - Depress and lower LG
handle.
If LG handle still cannot be lowered:
2. ALT FLAPS sw - EXTEND.
3. BRAKES channel sw - CHAN 2.
4. Go to ALTERNATE LG EXTENSION, page E13.
1 2

LG FAILS TO EXTEND 3 4 C 
If one or more LG indicate unsafe: 5 W 6 C 7
1. LG handle - Cycle and monitor LG handle warning
light and WHEELS down lights.
If LG handle warning light came on when the LG handle
was lowered, then went off, and tests good or if WHEELS
down lights operated normally:
2. Speedbrakes - Verify opening is less than 43°. 8
9 C

3. Land normally.
If LG handle warning light did not illuminate or
remained illuminated after LG handle was lowered and
if one or more WHEELS down lights did not illuminate:
4. Go to ALTERNATE LG EXTENSION, page E13.
END

LG HANDLE WILL NOT LOWER/LG FAILS TO EXT

8 1/2 " Page

E11

E11

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W FDo not delay lowering LG below 2000 feet AGL.

FIf LG handle does not lower, select BRAKES CHAN 2 andposition ALT FLAPS sw to EXTEND. Nozzle remains closed,
resulting in higher than normal landing thrust.
2 DAlternate LG extension can be used up to 300 kts; however,
the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumaticlines.

DIf an unsafe MLG indication exists and both MLG are out of thewheel wells, pulling the ALT GEAR handle is not recommended.
3 C FNWS is not available following alternate LG extension.

FDo not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
FPulling the ALT GEAR handle with normal system B hydraulicpressure, e.g., NLG fails to extend, may result in hydraulicsystem B failure within 15 minutes.
4 If possible, get visual confirmation of LG position. If all
WHEELS down lights were initially off with the LG handle down
and use of the hook may be required after touchdown, verify
before landing that the hook extends.
5 C If the LG was alternately extended due to failure of systemB, only brake/JFS accumulator braking is available and after
stopping, the parking brake should be engaged until chocks
are installed.
6 Up to 300 kts may be required to provide sufficient g force.
7 If possible, get visual confirmation of LG position.
8 From the front cockpit, the top of the speedbrakes should beslightly above a line drawn from the tip of the horizontal tail tothe top of the vertical tail root fairing.
9 C If RMLG WHEELS down light is off, speedbrakes may not
be limited to 43º.

E12E12

8 1/2 " Page

T.O. GR1F16CJ1CL2
ALTERNATE LG EXTENSION
1. LG handle - DN. (Use DN LOCK REL, if required.)
1W

2. ALT GEAR handle - Pull (if required) (190 kts, if
practical). 2 3 C
If LG indicates safe:
3. Land normally. 4
4. Stop straight ahead on the runway. 5 C
If LG indicates unsafe:
3. Stick - Apply alternating g forces (-1.0 to +3.0g)
to free LG. 6
If LG indicates safe:
4. Land normally. 7
5. Stop straight ahead on the runway. 5 C
If LG still indicates unsafe:
4. Speedbrakes - Verify opening is less than 43º. 8
9 C

5. Go to LANDING WITH LG UNSAFE/UP, page
E15.
END

ALTERNATE LG EXTENSION

8 3/4 " Page

E13E13

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Prior to landing with any of the LG unsafe or up, consider thefollowing:
D Airfield facilities.
D Hook engagement limits.
D Crosswind component.
D Runway and overrun conditions.

2 W If time permits, delay landing until external fuel tanks are
empty. If an immediate landing is required, jettison all externalfuel tanks.
3 W Failure to depressurize external fuel tanks significantly
increases the probability of tank explosion and fire.
4 Delay placing the AIR REFUEL sw to OPEN until all externalfuel tanks are empty.
5 If either MLG is not extended, EPU operation cannot beterminated with the EPU sw after engine shutdown.

E14
E14

8 3/4 " Page

T.O. GR1F16CJ1CL2LANDING WITH LG UNSAFE/UP 1
If conditions are not favorable:
1. Refer to EJECTION (TIME PERMITTING),
page F23.
To accomplish the landing:
1.
2.
3.
4.
5.
6.
7.
8.
9.

Retain empty fuel tanks and racks. 2 W
Armament - Jettison.
GW - Reduce.
TANK INERTING sw - TANK INERTING even
if Halon is not available.
AIR REFUEL sw - OPEN. 3 W  4
FCR - OFF.
ST STA/HDPT/ECM power - Off.
SHOULDER HARNESS knob - LOCKED.
Go to page E16. 5(Cont)

E15
LANDING WITH LG UNSAFE/UP

E15

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENT
ALL LG INDICATE UNSAFE
BUT APPEAR NORMALAVAILABLE
10.
11.

UNAVAILABLE

HOOK-DOWN.
APPROACHEND
CABLE-ENGAGE.

10.

LAND NORMALLY.

ALL LG UP

AVAILABLE
ARRESTMENT NOT RECOMMENDED. USE AP
PROACHEND ARREST
MENT UNAVAILABLE
PROCEDURE.

E16E16

UNAVAILABLE
10.
11.
12.
13.

EPU-ON.
ALT FLAPS-EXTEND.
LOW ANGLE APPROACH AT
13° AOA.
THROTTLE-OFF IMMEDIATELY PRIOR TO
TOUCHDOWN.

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENTBOTH MLG UP OR UNSAFEAVAILABLE
10.
11.
12.
13.
14.
15.

ALT GEAR HANDLE - IN.
10.
WAIT 5 SEC.
11.
LG HANDLE - UP.
12.
ALT GEARRESET BUTTON- 13.
DEPRESS (2 SEC).
USE ALL LG UP PROCE
14.
DURE.
IF NLG DOES NOT
15.
RETRACT:a. HOOK-DOWN.
b. LOW ANGLEAPPROACH
AT 11° AOA.
c. ATTEMPT A FLYIN
ENGAGEMENT.
d. THROTTLE-OFF
AFTER ENGAGEMENT.

IF THE ENGAGEMENTIS MISSED, MAINTAINWINGS LEVEL AND
GO AROUND. IF A
GOAROUND IS NOTACCOMPLISHED,THE AIRCRAFT MAY
GROUND LOOP.

UNAVAILABLE
ALT GEAR HANDLE-IN.
WAIT 5 SEC.
LG HANDLE-UP.
ALT GEAR RESET BUTTON-DEPRESS (2 SEC).
USE ALL LG UP
PROCEDURE.
IF NLG DOES NOTRETRACT:a. CONSIDER LANDING
FROM LOW ANGLE AP
PROACH AT 13° AOA IFWING FUEL TANKS ARECARRIED.
b. RECOMMEND EJECTION IF WING FUELTANKS ARE NOT CARRIED OR IF CONDI
TIONS ARE NOT CONSIDERED FAVORABLE
FOR AN ATTEMPTEDLANDING WITH WING
FUEL TANKS.

E16.1
E16.18 7/8 " Page

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENTNLG UP OR UNSAFEAVAILABLE
ARRESTMENT NOT RECOMMENDED. USE AP
PROACHEND ARREST
MENT UNAVAILABLE
PROCEDURE.

UNAVAILABLE
10.
11.
12.
13.

14.

EPU-ON.
LOW ANGLE APPROACH
AT 13° AOA.
THROTTLE-OFF AFTERTOUCHDOWN.
LOWER NOSE TO RUNWAY BEFORE CONTROLEFFECTIVENESS BEGINSTO DECAY.
EPU-OFF AFTER STOP.

E16.2
E16.28 7/8 " Page

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENT
ONE MLG AND NLG UP OR UNSAFEAVAILABLE
ARRESTMENT NOT RECOMMENDED. USE AP
PROACHEND ARREST
MENT UNAVAILABLE
PROCEDURE.

UNAVAILABLE
10.
11.
12.
13.
14.
15.

ALT GEAR HANDLE-IN.
WAIT 5 SEC.
LG HANDLE-UP.
ALT GEAR RESET BUTTON-DEPRESS (2 SEC).
USE ALL LG UP
PROCEDURE.
IF LG DOES NOT RETRACT:
a. CONSIDER LANDING
FROM A LOW ANGLEAPPROACH AT 13°
AOA IF EXTERNAL FUELTANK(S) IS CARRIED.

NOTELAND ON SIDE OF
RUNWAY AWAY FROMTHE UNSAFE MLG.
b. RECOMMEND EJECTION IF EXTERNAL
FUEL TANK(S) IS NOTCARRIED OR IF CONDITIONS ARE NOTCONSIDERED FAVORABLE FOR AN AT
TEMPTED LANDING
WITH EXTERNAL FUELTANK(S).

E16.3
E16.3

8 3/4 " Page

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENT
ONE MLG INDICATES UNSAFE
BUT APPEARS NORMALAVAILABLE
10.
11.
12.

13.

UNAVAILABLE

HOOK-DOWN.
LOW ANGLE APPROACH
AT 11° AOA.
AFTER TOUCHDOWN, USE
ROLL CONTROL, IF NECESSARY, TO HOLD WING
UP. IF ROLL CONTROL IS
NEEDED TO HOLD WING
UP, MAINTAIN LANDING
ATTITUDE FOR ENGAGE
MENT. IF ROLL CONTROLIS NOT NEEDED TO HOLD
WING UP, LOWER NOSEFOR ARRESTMENT.
THROTTLE-OFF AFTERENGAGEMENT.

IF THE ENGAGEMENTIS MISSED AND ROLLCONTROL WAS NECESSARY TO HOLD
WING UP, MAINTAINWINGS LEVEL AND GO
AROUND. IF A GO
AROUND IS NOT ACCOMPLISHED, THE AIR
CRAFT MAY GROUND
LOOP.

10.
11.
12.
13.
14.
15.

ALT GEAR HANDLE-IN.
WAIT 5 SEC.
LG HANDLE-UP.
ALT GEAR RESET BUTTON-DEPRESS (2 SEC).
USE ALL LG UP PROCEDURE.
IF LG DOES NOT RETRACT:
a. CONSIDER LANDING
FROM LOW ANGLEAPPROACH AT 13°
AOA IF EXTERNAL FUELTANK(S) IS CARRIED.

NOTELAND ON SIDE OF
RUNWAY AWAY FROMTHE UNSAFE MLG.
b. RECOMMEND EJECTION IF EXTERNAL
FUEL TANK(S) IS NOTCARRIED OR IF CONDITIONS ARE NOTCONSIDERED FAVORABLE FOR AN AT
TEMPTED LANDING
WITH EXTERNAL FUELTANK(S).

E16.4E16.4

8 3/4 " Page

T.O. GR1F16CJ1CL2

LG Unsafe/Up Landing
APPROACHEND ARRESTMENT
ONE MLG UP

AVAILABLE
10.
11.
12.
13.
14.
15.

ALT GEAR HANDLE-IN.
10.
WAIT 5 SEC.
11.
LG HANDLE-UP.
12.
ALT GEAR RESET BUT13.
TON-DEPRESS (2 SEC).
USE ALL LG UP PROCE
14.
DURE.
IF LG DOES NOT RETRACT: 15.
a. HOOK-DOWN.
b. LOW ANGLEAPPROACH
AT 11° AOA.
c. AFTER TOUCHDOWN,USE ROLL CONTROLTO HOLD WING UP
AND MAINTAIN LANDING ATTITUDE FOR ENGAGEMENT.
d. THROTTLE-OFF AFTERENGAGEMENT.

IF THE ENGAGEMENTIS MISSED, MAINTAINWINGS LEVEL AND GO
AROUND. IF A GO
AROUND IS NOT ACCOMPLISHED, THE AIR
CRAFT MAY GROUNDLOOP.

UNAVAILABLE
ALT GEAR HANDLE-IN.
WAIT 5 SEC.
LG HANDLE-UP.
ALT GEAR RESET BUTTON-DEPRESS (2 SEC).
USE ALL LG UP PROCEDURE.
IF LG DOES NOT RETRACT:
a. CONSIDER LANDING
FROM LOW ANGLEAPPROACH AT 13°
AOA IF EXTERNAL FUELTANK(S) IS CARRIED.

NOTELAND ON SIDE OF
RUNWAY AWAY FROMTHE UNSAFE MLG.
b. RECOMMEND EJECTION IF EXTERNAL
FUEL TANK(S) IS NOTCARRIED OR IF CONDITIONS ARE NOTCONSIDERED FAVORABLE FOR AN AT
TEMPTED LANDING
WITH EXTERNAL FUELTANK(S).

E16.5
E16.5

8 5/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

E16.6E16.6

8 5/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

MISC
F

F1

T.O. GR1F16CJ1CL2

Miscellaneous
ABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5
ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F13
ANTI
SKID

ANTISKID MALFUNCTION . . . . . . . . . . . F9ASYMMETRIC STORES (LANDING) . . . . . . . . . . . . . . . . . . F33
BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7
CABLE ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F11
CADC ORCADC

CADC MALFUNCTION . . . . . . . . GO TO B7

ENGINEFAULTCANOPY MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . F25
COCKPIT PRESSURE/TEMPERATURE
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F21
CONTROLLABILITY CHECK . . . . . . . . . . . . . . . . . GO TO B21
DRAG CHUTE DEPLOYED IN FLIGHT . . . . . . . . . . . . . . . . F15
DRAG CHUTE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F15
EGI FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F29
EJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F23
EMERGENCY JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . F27
EQUIP
HOT

EQUIP HOT CAUTION LIGHT . . . . . . . . F17

GROUND EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7

MISC

HOOK

WARNING/CAUTION LIGHTS . . . . . . . F35

HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F31
HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F13
EGI FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F29
NET ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F11
NLG WOW SWITCH FAILURE . . . . . . . . . . . . . . . . . . . . . . . F31

F

NWS
FAIL

NWS FAILURE/HARDOVER . . . . . . . . . . F15OBOGSWARNING/CAUTION LIGHTS . . . . . . . F36

CANOPYOXY LOWF2OBOGS MALFUNCTION . . . . . . . . . . F17

T.O. GR1F16CJ1CL2PBG MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F19
PROBE HEATWARNING/CAUTION LIGHTS . . . . . . . F36

SELECTIVE JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F27
SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F19
WARNING/CAUTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . F35

F3

5

" PageF3

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W F When braking absorbs a high amount of energy, do notshut down engine until firefighting equipment is available anddo not use the parking brake.

F Hot wheels and brakes may ignite leaking hydraulic fluid.
Wheel fusible plugs may relieve tire pressure within 15 minutes
after stop.
2 W When the throttle is retarded to IDLE from MAX AB, thethrust and rpm decay to idle can take up to 24 seconds. Do not
mistake high thrust/rpm for failure of the engine to respond to
the idle command. Engine shutdown from MAX AB may resultin a tailpipe fire.
3 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOWor if forward stick pressure is held.
4 With engine shut down, NWS is lost and EPU does not
activate automatically. After hydraulic pressure drops, braking
is available using the brake/JFS accumulators only. Stop
straight ahead and engage parking brake.

F4

5F4

" PageT.O. GR1F16CJ1CL2
ABORT 1 W
1.
2.
3.
4.

Throttle - IDLE. 2 W
DRAG CHUTE sw - DEPLOY (if required).
Wheel brakes - Apply (as required).
HOOK sw - DN (if required). 3 W

If on fire:
5. Throttle - OFF. 4
6. FUEL MASTER sw - OFF.
END

ABORT

F5

5 1/4 " Page

F5

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W Exit over the left side (conditions permitting) to avoid EPU
exhaust gases.
2 W F D Consider canopy jettison so rear seat occupant canegress more rapidly.

FOpening the canopy with the MANUAL CANOPY CONTROL
handcrank is extremely difficult. If immediate egress isrequired, the canopy should be jettisoned rather than opened
with the handcrank.
3 W FIf jettison is unsuccessful, heat, blast, and toxic gas
from the rockets may enter the cockpit.

FTo prevent the flow of oxygen into the cockpit after theoxygen hose is disconnected, do not select EMERGENCY.
4 W Pulling the CANOPY JETTISON Thandle other thanstraight out may cause the handle to jam.
5 If conditions permit, consider a goaround if the brakes arefound to be inoperative on landing. An approachend cablearrestment is recommended.
6 C Release brakes prior to changing brake channels or
turning antiskid off.
7 C If in a congested area, use the parking brake immediately
to stop.

F6

5 1/4 " Page

F6

T.O. GR1F16CJ1CL2
GROUND EGRESS
1.
2.
3.
4.
5.

Throttle - OFF.
Ejection safety lever - Safe (up).
Harness and personal equipment - Release.
EPU sw - OFF (time permitting). 1 W
Canopy - Open. 2 W

If canopy does not raise:
6. OXYGEN - 100%. 3 W
7. Canopy - Jettison. 4 W
BRAKE FAILURE
Accomplish as many steps as required: 5
1.
2.
3.
4.
5.

BRAKES channel sw - Change channels. 6 C
BRAKES channel sw - CHAN 2.
ANTISKID sw - OFF. 6 C
NWS - Engage (if required).
HOOK sw - DN.

If an arresting cable is not available or if at low
groundspeed:
6. ANTISKID sw - Intermittent PARKING BRAKE,
then ANTISKID. 7 C
END

GROUND EGRESS/BRAKE FAILURE

F7

5 1/2 " Page

F7

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Use of maximum symmetric pedal pressure provides the best
stopping performance. Differential brake only when essential
for directional control. If the ANTI SKID caution lightilluminated above 5 kts groundspeed, the aircraft may oscillate
due to pulsating brake pressure (if 15 percent or greater
differential pedal pressure is applied). Changing brakechannels may restore normal braking.
2 C No antiskid protection is available with the ANTISKID sw
in OFF and BRAKES channel sw to CHAN 2. Brakes should beapplied with caution to avoid wheel lockup and blown tires.

F8

5 1/2 " Page

F8

T.O. GR1F16CJ1CL2
ANTISKID MALFUNCTION (GROUND)
If the ANTI SKID caution light illuminates (with the
ANTISKID switch in ANTISKID):
1. DRAG CHUTE sw - DEPLOY (if required).
2. Brakes - Apply as needed. 1
3. NWS - Engage (if required).
If manual braking is desired or after aircraft is stopped:
4. BRAKES channel sw - CHAN 2.
5. ANTISKID sw - OFF. 2 C
ANTISKID MALFUNCTION (LANDING)
If the ANTI SKID caution light illuminates (with the
ANTISKID sw in ANTISKID) when the LG handle islowered:1. BRAKESchannel sw-CHAN 2.
If the ANTI SKID caution light remains on:
2. Refer to ANTISKID MALFUNCTION (GROUND),
page F9.
END

ANTISKID MALFUNCTIONF9

5 3/4 " Page

F9

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 The following hook engagement limits apply for all aircraft.
Arrestment at higher speeds may damage the aircraft.

BAK6/9/12/13/14, MAAS, and *44B2L
Routine 146 kts (*156 kts)
Emergency 160 kts (*171 kts)
2 Attempting to engage an unmodified (nonhook capable)
MA1A will most likely be unsuccessful.
3 W FThe hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOWor if forward stick pressure is held.

FTo prevent hook bounce and possible missed engagement,
avoid runway centerline lighting.
4 DApproachend arrestment: Touch down at least 500 ft in
front of the cable.
DDepartureend arrestment: HOOK sw to DN at least 1500 ft

before reaching the cable.

5 W Using forward stick pressure to keep an abnormally fast
aircraft on the runway for cable engagement will probably
result in a missed engagement or failure of the nose tire/NLG.
6 C Do not use brakes while the cable is stretched or while
being pulled backward. This action can result in aircraft tipping
backward. Control rollback with the throttle.

F10

5 3/4 " Page

F10

T.O. GR1F16CJ1CL2
CABLE ARRESTMENT 1 2 3 W
1.
2.
3.
4.

GW - Reduce (as required).
HOOK sw - DN. 4
SHOULDER HARNESS knob - LOCKED.
Consider options available if a missed engage
ment occurs.

Prior to cable engagement:
5. Throttle - IDLE.
6. NWS - Engage (if required).
7. Engage cable as close to center as possible;
nosewheel on the runway (if required) andbrakes off. 5 W 6 C
NET ARRESTMENT
1. SHOULDER HARNESS knob-LOCKED.
2. Brakes-Release prior to engagement.
3. Throttle-Off prior to engagement.
(Cont)CABLE/NET ARRESTMENT

6

F11

" PageF11

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
7 W The canopy should be retained throughout theengagement to provide pilot protection. Barrier netting will notprevent subsequent canopy opening/jettison.
8 C Engage net perpendicular to preclude aircraft rotating
sideways during the arrestment. Avoid steering back toward
the center of the runway just prior to engagement as this could
result in a nonperpendicular engagement. Nosewheel
steering is not required; however, if engaged, it may be left
engaged. The throttle should be retarded to off prior to
engagement to reduce the possibility of foreign object damage.

F12

6

F12

" PageT.O. GR1F16CJ1CL2
4. Engage net perpendicular, preferably in thecenter portion of the runway. 7 W 8 C
END

F12.1

5 7/8 " Page

F12.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Inform landing base of hydrazine leak or EPU operation andrequest bioenvironmental services support.
2 W Treat any leak as a hydrazine leak until investigation
proves otherwise.
3 Consider turning the ECS off to prevent the possibility of
hydrazine fumes or EPU exhaust gases entering the cockpit.
4 C FIf AIR SOURCE knob is placed to OFF, also turn off
nonessential avionic equipment as electronic equipment may
be damaged.

FIf AIR SOURCE knob is placed to OFF, OBOGS caution lightwill illuminate. If OXY LOW warning light illuminates before
ground crew arrives with oxygen bottle, activate EOS.
5 To prevent sitting in a sealed cockpit (hot) without ECS,
consider waiting for ground crew to arrive with ladder andoxygen bottle prior to shutting down the engine.

F12.2

5 7/8 " Page

F12.2

T.O. GR1F16CJ1CL2
ACTIVATED EPU/HYDRAZINE LEAK
If landing with an activated EPU or a hydrazine leakis detected while the engine is running: 1 2 W
1. OXYGEN - 100%.
When on the ground:
2. AIR SOURCE knob - OFF (if required). 3 4 C
3. Taxi to designated isolated parking area (ifrequired) and park aircraft with left wing intowind if possible.
4. Insure all nonessential personnel are clear.
5. EPU sw - OFF.
6. Shut down the engine (after left main wheel ischocked). 5
END

ACTIVATED EPU/HYDRAZINE LEAK

F13

6 1/4 " Page

F13

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W NWS malfunctions at any speed may cause an abrupt
turn, tire skidding or blowout, aircraft tipping, and/or
departure from the prepared surface.
2 If the drag chute is deployed below approx 190 kts, it does
not break away from the aircraft.

F14

6 1/4 " Page

F14

T.O. GR1F16CJ1CL2NWS FAILURE/HARDOVER 1 W
1. NWS - Disengage.
2. AR/NWS light - Verify off.
3. Rudder and brakes - As required.
DRAG CHUTE DEPLOYED IN FLIGHT
If the drag chute is deployed in flight below 190 kts: 2
1. DRAG CHUTE sw - REL.
If the drag chute does not release:
2. Throttle - MAX AB.
DRAG CHUTE FAILURE
If decision is made to goround:
1. Drag chute - Release.
2. Throttle - MAX AB.
ENDNWS FAILURE/HARDOVER/DRAG CHUTE

F15

6 1/2 " Page

F15

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 FCertain ECS equipment malfunctions result in temporary
shutdown of the ECS and illumination of the EQUIP HOT
caution light.

FAn ECS shutdown and EQUIP HOT caution light illumination
for up to 2 minutes can occur either during extended LG down
flight between sea level and 7000 ft MSL or during operation
above a line from 42,000 ft MSL at 0.2 mach to 50,000 ft MSL
at 0.95 mach. These ECS shutdowns are normal, but may stillrequire additional action if the EQUIP HOT caution lightremains on for more than 1 minute.
FIf cockpit temperature is excessive, refer to COCKPITPRESSURE/TEMPERATURE MALFUNCTION, page F21.
2 If in VMC and the ADI and HSI are not required for flight, the
EGI should be considered nonessential.

F16

6 1/2 " Page

F16

T.O. GR1F16CJ1CL2
EQUIP HOT CAUTION LIGHT
If EQUIP HOT caution light illuminates: 1
1. AIR SOURCE knob - Confirm in NORM if smokeor fumes are not present.
2. Throttle - 80 percent rpm min (in flight).
If EQUIP HOT caution light remains on after 1 minute:
3. Nonessential avionics - Off. 2
4. Land as soon as practical.
OBOGS MALFUNCTIONIf OXY LOW warning light illuminates:
1. OXYGEN regulator pressure and cockpit alti
tude- Check.
If pressure is less than 5 psi and cockpit altitude is above
10,000 ft, or if pressure is greater than 5 psi and cockpit
altitude is above 25,000 ft:
2. EOS - Activate.
3. Altitude - Descend to cockpit altitude below
10,000 ft.
4. Land as soon as practical.
(Cont)EQUIP HOT CAUTION LIGHT/OBOGS MALF

F17

6 3/4 " Page

F17

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
3 Do not exceed cockpit altitude of 10,000 ft.
4 Partial pressure of oxygen is sufficient for operation in 100%
but is not sufficient for operation in NORM.
5 Partial pressure of oxygen is not sufficient.
6 OBOGS monitor has failed.
7 Returns OXY LOW warning light to steady.

F18

6 3/4 " Page

F18

T.O. GR1F16CJ1CL2
If pressure is less than 5 psi and cockpit altitude is below
10,000 ft:
2. Land as soon as practical. 3
If pressure is greater than 5 psi and cockpit altitude isbelow 25,000 ft:
2. Diluter lever - 100%.
If OXY LOW warning light goes off within 10 sec: 4
3. Continue mission with diluter lever in 100%.
If OXY LOW warning light remains on or diluter lever
was in 100% when light illuminated:
4. OBOGS BIT sw-BIT.
If OXY LOW warning light remains on steady: 5
5. EOS-Activate if cockpit altitude is above
10,000 ft.
6. Altitude - Descend to cockpit altitude below
10,000 ft.
7. Land as soon as practical.
If OXY LOW warning light begins flashing when BIT is
selected: 6
5. OBOGS BIT sw-BIT. 7
6. Altitude - Descend to cockpit altitude below
10,000 ft.
7. Land as soon as practical.
END

F18.1

6 5/8 " Page

F18.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 All unidentified odors will be considered toxic. Do not takeoff when unidentified odors are present. Do not confuse ECS
condensation for smoke.
2 The emergency oxygen bottle is not recommended for use
in the smoke and fumes environment unless aircraft oxygen
supply contamination is suspected. Activation of the emergency
oxygen bottle does not prevent cockpit smoke or fumes fromentering the oxygen mask.
3 External fuel cannot be transferred in OFF or RAM. Consider
jettisoning tank(s) to decrease drag if range is critical and the
ECS cannot be turned on for short periods of time to transferfuel.
4 W  If AIR SOURCE knob is placed to OFF or RAM, OBOGS
is inoperative. Activate EOS if OXY LOW warning lightilluminates above 10,000 ft cockpit altitude.
5 If in VMC and the ADI and HSI are not required for flight, the
EGI should be considered nonessential.
6 F Smoke in the cockpit may be indicative of an engine oilsystem malfunction. If possible, retard throttle to lowest setting
possible to sustain flight and monitor the OIL pressure
indicator. Refer to OIL SYSTEM MALFUNCTION, page C19, if
appropriate.

F Any odor that smells of burning flesh may be indicative of
bird ingestion into the engine. Monitor engine instruments forsigns of abnormal operation.

F18.2

6 5/8 " Page

F18.2

T.O. GR1F16CJ1CL2PBG MALFUNCTION
If excessive pressure is experienced or high pressure
continues after g is reduced:
1. OXYGEN mode lever-ON.
If pressure is not relieved:
2. Oxygen hose-Disconnect.
3. Cockpit pressure altitude-10,000 ft max.
If unable to descend immediately:
4. Emergency oxygen-Activate.
5. Land as soon as practical.
SMOKE OR FUMES 1
If smoke or fumes are detected:
1. OXYGEN REGULATOR - Check ON, 100%, and
EMER. 2
2. Altitude - 25,000 ft max.
3. Airspeed - 500 kts max.
4. AIR SOURCE knob - RAM. 3 4 W
5. Nonessential electrical equipment - Off. 5
6. Determine cause of smoke or fumes and correct(if possible). 6
7. Land as soon as possible.
If cockpit visibility precludes safe operation:
8.
9.
10.
11.

Airspeed - 180 kts max.
Seat - Full down.
ALT FLAPS sw - EXTEND.
Canopy - Jettison.
END

PBG MALFUNCTION/SMOKE OR FUMESF19

7 " PageF19

T.O. GR1F16CJ1CL2OTHER INDICATIONS:D CABIN PRESS caution light.

OTHER CONSIDERATIONS:
1 W FWith the ECS shut down or the AIR SOURCE knob in
OFF or RAM, the gsuit does not inflate and PBG is disabled.

FWith the ECS shut down or the AIR SOURCE knob in OFF or
RAM, OBOGS is inoperative. Activate EOS if OXY LOW warning
light illuminates above 10,000 ft cockpit altitude.
2 The OBOGS caution light may illuminate as a result of ECS
cycling or temporary ECS shutdown. This is normal as long as
the OXY LOW warning light does not illuminate.
3 Most AUTO position temperature failures can be correctedby use of the MAN position.
4 The OBOGS caution light illuminates while AIR SOURCE
knob is in OFF.
5 W If AIR SOURCE knob is placed to OFF or RAM, OBOGS is
inoperative. Activate EOS if OXY LOW warning light illuminates
above 10,000 ft cockpit altitude.
6 External fuel cannot be transferred in OFF or RAM. Consider
jettisoning tank(s) to decrease drag if range is critical and the
ECS cannot be turned on for short periods of time to transfer
fuel.
7 If in VMC and the ADI and HSI are not required for flight, the
EGI should be considered nonessential.

F20

7 " PageF20

T.O. GR1F16CJ1CL2
COCKPIT PRESSURE/TEMPERATURE MALFUNCTION
1W 2 3

If the cockpit temperature is excessive and does not re
spond to AUTO or MAN temperature commands or
cockpit pressure is lost, proceed as follows:
1.
2.
3.
4.

OXYGEN - 100%.
Altitude - 25,000 ft max.
Airspeed - 500 kts max.
AIR SOURCE knob - OFF (1015 sec), then
NORM. 4

If cockpit pressure is not regained but all other sys
tems dependent on the ECS are operational:
5. Flight may be continued below 25,000 ft.
If ECS has failed or cockpit temperature control is notregained:
5. AIR SOURCE knob - OFF. 5 W
6. AIR SOURCE knob - RAM (after cockpit isdepressurized). 5 W 6
7. Nonessential electrical equipment - Off. 7
8. Land as soon as practical.
9. Check for failed emergency dc bus(es). Refer to
EMERGENCY POWER DISTRIBUTION, page
A19.
END

COCKPIT PRESS/TEMP MALF

F21

7 1/4 " Page

F21

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W Failure to remove night vision goggles (NVG) prior toejection may cause serious injury. If unable to remove NVG, aproper ejection body position (head back against the seatheadrest) reduces the chance of injury from the NVG.
2 Slow to lowest practical airspeed.
3 W If canopy is jettisoned or manually released/opened after
pulling the ejection handle, the ejection seat functions
immediately after canopy separation. Be prepared to
immediately put arm back in ejection position when the canopy
starts to separate.
4 W Pulling the CANOPY JETTISON Thandle other thanstraight out may cause the handle to jam.
5 W Use of the CANOPY JETTISON Thandle or MANUALCANOPY CONTROL handcrank may result in serious injury. To
minimize chances of injury, immediately release the handle
when the canopy starts to separate.

F22

7 1/4 " Page

F22

T.O. GR1F16CJ1CL2EJECTION
Ejection (Immediate)
1. Ejection handle - Pull.
Ejection (Time Permitting)
1.
2.
3.
4.

IFF MASTER knob - EMER.
Loose equipment and checklist - Stow.
Lapbelt and helmet chin strap - Tighten.
Night vision devices - Remove (if appropriate).

5.
6.
7.
8.

Visor - Down.
Throttle - IDLE. 2
Assume ejection position.
Ejection handle - Pull.

1W

Failure of Canopy To Separate 3 W
1. Canopy - Open normally.
2. Canopy - Jettison. 4 W
3. MANUAL CANOPY CONTROL handcrank Push in and rotate ccw. 5 W
END

EJECTION

F23

7 1/2 " Page

F23

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W F Arms must be kept close to body to avoid letting wind
blast pull arms out of the cockpit.

F HUD glass disintegration can be expected following medium
to high energy bird strike with or without canopy penetration.

F24

7 1/2 " Page

F24

T.O. GR1F16CJ1CL2
CANOPY MALFUNCTIONSCANOPY Warning Light On
If CANOPY warning light illuminates:
1. Canopy handle - Push outboard.
If CANOPY warning light remains on:
2. Go to CANOPY LOSS/PENETRATION IN FLIGHT,
below.
Canopy Loss/Penetration in Flight 1 W
1.
2.
3.
4.

Airspeed - 180 kts max.
Seat - Full down.
ALT FLAPS sw - EXTEND.
Land as soon as possible.

Failure of Canopy To Separate
Go to EJECTION, page F23.
END

CANOPY MALFUNCTIONS

F25

7 3/4 " Page
F25

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 D Store and station selections can be made from either
cockpit.
2 C FJettison of an inboard shouldermounted store from a
TER at station 4 or 6 with MLG down may result in LG andstore(s) collision. To avoid this, select RACK for jettison insteadof WPN.

FJettison of external wing fuel tanks with stores/suspension
equipment at stations 3 and/or 7 with MLG down may result in
LG and external wing fuel tank collision.
FFailure to load the actual stores configuration into SMS
inventory could cause damage to the aircraft by inhibiting theselective jettison release time delay used to insure safe
370/600gallon fuel tank separation when a store is present at
station 3 or 7.
FSelective jettison airspeed/mach limits in T.O. GR1F16CJ12,
are only valid for:D Selective jettison of one store type at a time.
D Selective jettison from nonadjacent stations.

If simultaneous selective jettison of either more than one store
type or from adjacent stations is required, adhere to emergency
jettison airspeed/mach limits.
3 FWeapon(s) and/or rack(s) to be jettisoned is highlighted.

FWhen 300gallon and 370/600gallon fuel tanks arecarried simultaneously, the 300gallon fuel tank must be
separated prior to the 370/600gallon fuel tanks.
4 When jettisoning tanks from stations 4 and 6, hold releasebutton depressed for 1 sec.
5 Use EMER STORES JETTISON on the ground only as a lastresort.
6 W  Emergency jettison is not available if an MMC FAIL PFL
message is present. Emergency jettison can be restored byplacing the MMC sw to OFF.
7 If the initial actuation of the EMER STORES JETTISON button
fails to jettison all aircraft stores, subsequent attempts may
successfully release the remaining stores.

F26

7 3/4 " Page
F26

T.O. GR1F16CJ1CL2SELECTIVE JETTISON
1. GND JETT ENABLE sw - ENABLE (if LG isdown).
2. MASTER ARM sw - MASTER ARM.
3. DR ARMT CONSENT sw - On.
4. ST STA sw-ST STA.
5. DOG FIGHT sw - Center.
6. MFD - SMS format. 1
7. SJ OSB (MFD) - Depress.
8. SJ PAGE (MFD) - Select stores desired forjettison. 2 C 3
9. WPN REL - Depress. 4
EMERGENCY JETTISON
1. GND JETT ENABLE sw - ENABLE (if required).
5

2. EMER STORES JETTISON button - Depress (1sec). 6 W 7
END

SELECTIVE/EMERGENCY JETTISON

8

F27

" PageF27

T.O. GR1F16CJ1CL2
INDICATIONS OF TOTAL EGI FAILURE:
D AVIONICS FAULT CAUTION LIGHT.
D ADI AUX WARNING FLAG.
D ADI OFF WARNING FLAG.
D HSI COMPASS CARD FROZEN.
D ADI FROZEN/TUMBLED.
D HUD PITCH LADDER, HEADING SCALE, ROLL SCALE, AND

FPM ALSO BLANK.

D PFL CODE INS BUS FAIL.
D FLCC AOS feedback function is deactivated.

OTHER CONSIDERATIONS:
1 W It is possible for the displayed ADI and/or HUD attitude
to be in error with no ADI OFF or AUX warning flags in view andwithout an EGI or HUD MFL/PFL. Displayed HSI and/or HUD
headings may also be in error with no HSI OFF or ADI AUX
warning flags in view and without an EGI or HUD MFL/PFL.
Momentary warning flags may indicate impending failure. To
detect these failures and maintain proper flight orientation,
basic and backup instruments must be crosschecked.
2 W The autopilot does not automatically disengage with EGI
failures. Failure to manually disconnect the autopilot may
result in an unusual aircraft attitude and disorientation.
3 Constant altitude ($ 200 ft) coordinated turns (bank angle
less than 45°) to change heading by 45° to 90° and holding theheading for 1 min will assist completion of the alignment.

F28

8
F28

" PageT.O. GR1F16CJ1CL2
EGI FAILURE 1 W 2 W
If ADI OFF and AUX flags are in view or attitude is erro
neous:
1. EGI knob-OFF for 10 sec.
2. Attitude-Establish straight, level, and unaccel
erated flight.
3. EGI knob-AUTO IFA.
4. Attitude-Maintain straight, level, and unaccelerated flight until ALIGN replaces STBY in the HUD
and ADI AUX flag is out of view.
5. Inflight alignment-Accomplish. 3
6. EGI knob-NAV after Maxg replaces ALIGN in the
HUD and RDY is removed from the DED EGI page.
7. ADI, HUD, and HSI-Verify accuracy of attitudeand navigation data.
(Cont)EGI FAILURE

F29

8 1/4 " Page

F29

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
4 Fix taking procedures may be required as indicated on the
DED MAN INFLT ALIGN page.

F30
F30

8 1/4 " Page

T.O. GR1F16CJ1CL2
If the AUTO IFA fails to complete after 10 min, consider
attempting a MAN IFA with GPS or with fix taking:
8. EGI knob-OFF for 10 sec.
9. Attitude-Establish straight, level, and unaccelerated flight.
10. EGI knob-MAN IFA.
11. Enter best available magnetic heading on the DED
MAN INFLT ALIGN page.
12. Attitude-Maintain straight, level, and unaccelerated flight until ALIGN replaces STBY in the HUD
and ADI AUX flag is out of view.
13. Inflight alignment-Accomplish. 3  4
14. EGI knob-NAV after Maxg replaces ALIGN in the
HUD and RDY is removed from the DED EGI page.
15. ADI, HUD, and HSI-Verify accuracy of attitudeand navigation data.
If the MAN IFA fails to complete after 10 min, the atti
tude mode should be attempted:
16. EGI knob-OFF for 10 sec.
17. Attitude-Establish straight, level, and unaccelerated flight.
18. EGI knob-ATT.
19. Attitude-Maintain straight, level, and unaccelerated flight until ADI OFF warning flag goes out ofview after approx 10 sec.
20. ADI and HUD-Verify attitude information iscorrect.
21. C DF INSTR HDG knob-Slew HSI to match best
available magnetic heading.
END

F30.18 1/8 " Page

F30.1

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Insure that AR/NWS light is off prior to landing so that theNWS does not follow rudder commands when the nosewheel
is lowered to the runway.
2 From the front cockpit, the top of the speedbrakes should beslightly above a line drawn from the tip of the horizontal tail tothe top of the vertical tail root fairing.
3 C Visually confirm speedbrake opening is limited to 43° toprevent the lower surfaces from striking the runway during
landing.
4 W F If a hot brake condition is a result of a dragging brake,taxiing the aircraft worsens the condition.

F Any leaking hydraulic fluid may be ignited by hot wheel andbrake surfaces.
F Wheel fusible plugs may relieve tire pressure at anytime
during the 15 minutes after brake application.
F With hot brakes, avoid inflated MLG tire side area within 300
feet for 45 minutes after aircraft has stopped. If required,approach from front or rear for firefighting purposes only.
5 W F Do not use the parking brake.

F If battery power is not available, toe brakes will be
inoperative after engine shutdown.
F Do not turn MAIN PWR sw to OFF until the nosewheel ischocked.
F Attempt to park in a level area to minimize risk of aircraft
rolling if the brakes should fail after shutdown.
6 C Use only minimum possible toe brake pressure to holdaircraft stationary until engine is shut down and nose wheel ischocked.

F30.2

F30.2

8 1/8 " Page

T.O. GR1F16CJ1CL2
NLG WOW SWITCH FAILURE
1. NWS - Engage.
If AR/NWS light comes on:
2. NWS - Disengage.
3. AR/NWS light - Off. 1
4. Speedbrakes - Close to less than 43_. 2 3 C
HOT BRAKES
Perform the following after any event that may resultin hot brakes:
1. Request firefighting equipment and proceed
directly to the designated hot brake area ornearest area clear of other aircraft andpersonnel. 4 W
When in the hot brake area:
2. Align aircraft with nose into wind if possible. 5 W
3.
4.
5.
6.
7.

6 C

EPU sw - OFF.
Throttle - OFF.
Nose wheel - Chocked.
MAIN PWR sw - OFF.
Exit toward the front of the aircraft.

If a brake fire occurs:
8. Go to GROUND EGRESS, page F7.
END

NLG WOW SW FAIL/HOT BRAKES

8 1/2 " Page

F31
F31

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 W Large asymmetric loads severely limit lateral control whenrolling away from the heavy wing. Until determining net
asymmetry, limit max bank angle change to 90_, avoid abrupt
control inputs, and do not exceed 10_ AOA.
2

Asymmetric Moment

1000 FOOT-POUNDS

4030ASYMMETRIC MOMENT

20
D
B

10

0

0

C
1
WEIGHTA
2
3
1000 POUNDS

4

GR1F-16C-1CL-1-0020X37

3 Selectively jettison stores from the heavy wing to obtain a net
asymmetry less than 25,020 ftlb. Refer to SELECTIVEJETTISON, page F27.

F32
F32

8 1/2 " Page

T.O. GR1F16CJ1CL2ASYMMETRIC STORES (LANDING)
1. AOA - 10_ max. 1 W
2. Determine net asymmetry. 2
If asymmetry is greater than 25,020 ftlb:
3. Stores - Jettison (as required). 3(Cont)

ASYMMETRIC STORES (LANDING)

8 3/4 " Page

F33
F33

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
4 F Lower LG at a safe altitude and check handling qualities
until roll authority is insufficient or up to 12_ AOA max.

F Max maneuvering AOA for approach and landing is 10_
AOA or 2_ less than the AOA at which roll authority is
insufficient to maintain wings level, whichever is less.
5 W The decision to land with a large asymmetry should
consider such factors as weather conditions, runway
length/width and surface conditions (RCR), arresting gear
availability, crosswind component/gusts, and pilot experience.
6 W F With crosswind component greater than 10 kts (5 kts
if the net asymmetry exceeds 20,000 ftlb), land with heavy
wing into the crosswind even if this results in landing
downwind. Failure to do so may result in inadequate roll
control.

F Do not exceed the max AOA, as determined during thecontrollability check, during final approach, flare, touchdown,
or twopoint aerodynamic braking.

F34
F34

8 3/4 " Page

T.O. GR1F16CJ1CL2
If asymmetry is greater than 10,000 ftlb:
4. Controllability - Check. 4
If landing is feasible: 5 W
5. Fly a shallow, poweron, straightin approach.
6W

6. Roll trim and lateral stick - As required.
7. Rudder trim - Trim into the heavy wing (ifrequired).
If landing is not feasible:
5. Go to EJECTION (TIME PERMITTING), pageF23.
If asymmetry is less than 10,000 ftlb:
4. Land normally.
END

F34.1
F34.1

8 5/8 " Page

T.O. GR1F16CJ1CL2

NOTES:

F34.2
F34.2

8 5/8 " Page

T.O. GR1F16CJ1CL2

Warning/Caution Lights
LIGHT

REMARKSSEAT NOT
ARMED

Ejection safety lever up (system
safe)

STORESCONFIGSTORES CONFIG sw is in incorrect
position or loading category in SMS
software disagrees with actual GP/
STORE/LINE loading category.
Verify STORES CONFIG sw is inproper position for aircraft loading
category

BUC

None

EEC

None
If in ATF, climb to a safe altitudeand verify:

ATF NOTENGAGEDD AIR REFUEL sw CLOSE
D ALT FLAPS sw NORM
D TRIM/AP DISC sw NORM
D No CADC failures

NOTE:
Deselect ATF until the cause of
the caution light illumination canbe determined.
RADAR
ALT

IFF

(Mode 4)

Malfunction of radar altimeter
MODE 4 REPLY sw in OUT with
CNI knob in BACKUP; zeroized or
not coded; correct code not selected(A or B); code does not match code
interrogation; mode 4 inoperative;or RF sw in QUIET or SILENT

INLET
ICING

If in areas of known or suspectedicing conditions, position engine
ANTI ICE sw to ON

HOOK

Hook not up and lockedF35WARNING/CAUTION LIGHTS

F35

T.O. GR1F16CJ1CL2

Warning/Caution Lights
LIGHT

OBOGS

The ECS pressure has dropped
below 10 psi, interrupting oxygen
production. Attempt to increase
ECS air pressure by increasing
throttle setting, increasing airspeed, and/or decreasing altitude

AVIONICS
FAULT

Several causes. Note PFL display(s)C DF FACK,
on PFLD and depress DRFAULT ACK button to acknowl
edge fault(s) and to reset AVIONICS FAULT caution light. Perform
fault recall(s) as desired to determine if the failure condition still
existsCONFIGAll LG not down and locked or
TEF's not fully down with LG handle down

NUCLEAR

Malfunction in nuclear circuitry

TO/LDGPROBE HEATF36F36

REMARKS

Ground: Place PROBE HEAT sw to
OFF for 1 minute (caution lightgoes off) when OFF is selected);then reselect PROBE HEAT. If caution light comes on simultaneouslywith reselection of PROBE HEAT, aprobe heater or monitoring system
failure has occurred. If caution
light does not come on when
PROBE HEAT is reselected, one/both AOA probe heaters were shut
off to prevent overheat
In Flight: Probe heater(s) or moni
toring system failure. Place PROBEHEAT sw to PROBE HEAT, if required, and avoid areas of known orsuspected icing conditions

T.O. GR1F16CJ1CL2

Warning/Caution Lights
LIGHT
WARN

TRP FUELREMARKS
Check for specific illuminatedwarning light

A trapped external fuel condition isdetected

F37
F37

T.O. GR1F16CJ1CL2

NOTES:

F38
F38

T.O. GR1F16CJ1CL2

SECTION AR
AIR REFUELING PROCEDURES
WITH KC135, KC10, AND KDC10TABLE OF CONTENTSNORMAL AIR REFUELING PROCEDURES . . .
VISUAL SIGNALS . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . .
KC10/KDC10 BOOM FLCS FAILURE . . . .
BRUTE FORCE DISCONNECT . . . . . . . . . . . . .

AR2
AR3
AR7
AR7
AR9

AIR REFUEL
AR
AR1

T.O. GR1F16CJ1CL2NORMAL AIR REFUELING PROCEDURES
Armament Safety Check
1.
2.
3.
4.

MASTER ARM switch-OFF or SIMULATE.
LASER ARM switch-OFF.
SMS-Confirm ordnance safe.
CMDS switches (9)-OFF.

Precontact
1. TACAN-As required.
2. Emitters (ECM/FCR/RDR ALT) - As required(Quiet/Silent/STBY/OFF).
3. HOT MIC CIPHER switch-HOT MIC.
4. Exterior lights (Night)-DIM, STEADY.
5. ANTI COLLISION light switch (Night)-OFF.
6. AIR REFUEL switch-OPEN.
7. AR status indicator light-RDY.
Contact
1. AR status indicator light-AR/NWS.
2. Fuel transfer-Monitor.
Disconnect
1. A/R DISC button-Depress momentarily, thenrelease.
2. AR status indicator light-DISC.

AIR REFUELAR

Post Air Refueling
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.

AR2

AIR REFUEL switch-CLOSE.
AR status indicator lights(3)-Off.
Fuel quantity-Check.
MASTER ARM switch-As required.
SMS-As required.
CMDS switches (9)-As required.
ECM-As required.
TACAN-As required.
FCR/Radar-As required.
RDR ALT-As required.
LASER ARM switch-As required.
Exterior lights-As required.

T.O. GR1F16CJ1CL2

Visual Signals
SIGNAL

INDICATION

1. Boom in Trail(a) Extended 10 feet

Ready for contact *(b) Fully extended

1. Tanker manual operation without
tanker disconnect capability
2. Acknowledge receiver's MBL signal(c) Fully retracted

Offload complete

2. Boom Stowed(a) Fully retracted

Tanker air refueling system inoperative(b) Extended 5 feet

System malfunction, tanker and receiver
check air refueling systems

3. Flashing receiver director lights/Tanker
lower rotating beacon ON

BREAKAWAY

4. Receiver director lights going OUT
during contact **Tanker request for disconnect, receiver
return to precontact position

5. Receiver closing and opening receptacle 1. Manual Boom Latchingdoor when in precontact position
2. Acknowledge tanker's manual operation
without tanker disconnect capability
signal
6. Steady light from receiver or rockingof wings ***Emergency fuel shortage exists

7. Flashing light from receiver cockpit area

Initiate toboggan maneuverAR3
AR3

T.O. GR1F16CJ1CL2

Visual Signals - (Cont)
INDICATION
SIGNAL

8. (a) Same receiver returns to precontact with re
ceptacle door open
(DAY): Pilot signals closed fist, thumb tomouth plus hand signaling number(NIGHT): Same receiver returns to pre
contact with receptacle door open, ready forcontact ****(b) Same receiver returns to precontact readyfor contact(DAY): Pilot signals closed fist plus handsignaling number(NIGHT): Same receiver returns to pre
contact ready for contact ****BOOM AIRREFUELING

PROBE &DROGUE REFUELING

Additional fuelrequiredEM
CON 24

Additional fuelrequiredEM
CON 24*Receiver(s) in the observation position will move to the precontact positionin their briefed sequence only after insuring that the boom is in the readyfor contact position and the preceding receiver has cleared the tanker. The
receiver will stabilize in the precontact position, then move to the contact
position. The boom operator will not give the ready for contact signal until
the preceding receiver has cleared the tanker.
**The receivers will advise the tanker of any pilot director light malfunctions/deficiencies.
***If fuel shortage occurs at times other than scheduled air refueling, thereceiver should be positioned so the signal may be seen from the tanker
cockpit.
****Additional fuel offloaded will be 5M for large receiver aircraft, 2M for small
receiver aircraft, on each subsequent contact.

AR4
AR4

T.O. GR1F16CJ1CL2

NOTES:

AR5

8 1/2 " Page

AR5

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 A small amount of fuel spray from the nozzle and receptacle
during fuel transfer does not require fuel transfer to beterminated. The receiver pilot should be notified if thiscondition exists and the air refueling operations will be
continued or discontinued at his discretion.
2 Normal FLCS gains and tank pressures will be regained.
3 The RDY, AR/NWS, and DISC lights will not indicate
normally. The NWS light will not illuminate when nosewheel
steering is engaged.
4 W The receiver pilot must inform the tanker he is ready toreceive fuel and coordinate the disconnect cycle for theconclusion of refueling.
5 C Prior to attempting this method of transferring fuel, theboom operator will brief the receiver pilot and thoroughly
coordinate the procedures to be used. Both tanker and receivercrews will monitor the refueling with extreme caution.
6 W FWhen notified that a KC10/KDC10 boom flightcontrol system failure has occurred, do not initiate a disconnect
unless directed by the boom operator.

FFollow the boom operator's instruction explicitly. To reduce
the probability of boom strike after disconnect, it may benecessary to remain in a stabilized position to allow for
aerodynamic fairing of the boom control surfaces.

AR6AR6

8 1/2 " Page

T.O. GR1F16CJ1CL2
SYSTEM MALFUNCTIONSWhen any system malfunction or condition exists
which could jeopardize safety, air refueling will not be
accomplished except during fuel emergencies or whencontinuance of fueling is dictated by operational
necessity. 1
Slipway Door Will Not OpenNo backup system is provided to open or close the slip
way door if hydraulic system B fails.
Slipway Door Will Not Close
1. AR switch-CLOSE. 2 3
Inoperative Boom/Receptacle Latching
If fuel shortage requires:
1. Boom operator-Inform of the need to accom
plish manual boom/receptacle pressure refueling. 4 W 5 C
KC10/KDC10 BOOM FLCS FAILURE
Do not disconnect until cleared by boom operator. 6 W

SYSTEM MALF/KC10/KDC10 BOOM FAIL AR7
AR7

8 3/4 " Page

T.O. GR1F16CJ1CL2OTHER CONSIDERATIONS:
1 Enter any brute force disconnect as a discrepancy in the
AFTO Form 781. The entry will specify which type of brute force
disconnect occurred.
2 C Following an inadvertent brute force disconnect, airrefueling will be terminated except during fuel emergencies
or when continuation of air refueling is dictated byoperational necessity.
3 C FA controlled tension brute force disconnect will beaccomplished only as a last resort, after all other normal andemergency methods of disconnect have failed.

FThe receiver pilot must not jerk the boom out with rapid
thrust change toward IDLE or by using speedbrakes; to do so
may cause serious structural damage. Gradual power
reduction will suffice to effect a disconnect.
FFly stabilized at contact altitude until certain the nozzle isclear of the receptacle and slipway.
FAir refueling for the receiver which required controlledtension disconnect will be terminated except during fuelemergencies or when continuation of air refueling is dictatedby operational necessity.

AR8
AR8

8 3/4 " Page

T.O. GR1F16CJ1CL2
BRUTE FORCE DISCONNECT 1
Inadvertent Disconnect
An inadvertent brute force disconnect is defined as any
unplanned disconnect which is the result of one of thefollowing:
D The receiver aircraft moving rapidly to the aft limit,

causing mechanical tanker/receiver separation.

D Boom pullout occurs at 38 degrees elevation or below.
2 C

Controlled Tension Disconnect
1. Slide out boom with gradual power reduction.
2. When at full boom extension, tension disconnect
will occur with slight power reduction. 3 C

AR9
BRUTE FORCE DISCONNECT

AR9

T.O. GR1F16CJ1CL2

NOTES:

AR10
AR10